System and method for flight control of an electric vertical takeoff and landing aircraft

ABSTRACT

A system for flight control of an electric vertical takeoff and landing (eVTOL) aircraft. The system generally includes a pilot control, a pusher component, a lift component and a flight controller. The pilot control is mechanically coupled to the eVTOL aircraft. The pilot control is configured to transmit an input datum. The pusher component is mechanically coupled to the eVTOL aircraft. The lift component is mechanically coupled to the eVTOL aircraft. The flight controller is communicatively connected to the pilot control. The flight controller is configured to receive the input datum from the pilot control, initiate operation of the pusher component, and terminate operation of the lift component. A method for flight control of an eVTOL aircraft is also provided.

FIELD OF THE INVENTION

The present invention generally relates to the field of electricaircraft. In particular, the present invention is directed to a systemand method for flight control of an electric vertical takeoff andlanding (eVTOL) aircraft.

BACKGROUND

Flight control of eVTOL aircraft can be complicated due to the differentmodes of flight involved. This can cause difficulties for pilots tosmoothly and safely handle the flying of eVTOL aircraft.

SUMMARY OF THE DISCLOSURE

In an aspect a system for flight control of an electric vertical takeoffand landing (eVTOL) aircraft is provided. The system generally includesa pilot control, a pusher component, a lift component and a flightcontroller. The pilot control is mechanically coupled to the eVTOLaircraft. The pilot control is configured to transmit an input datum.The pusher component is mechanically coupled to the eVTOL aircraft. Thelift component is mechanically coupled to the eVTOL aircraft. The flightcontroller is communicatively connected to the pilot control. The flightcontroller is configured to receive the input datum from the pilotcontrol, initiate operation of the pusher component, and terminateoperation of the lift component.

In another aspect a method for flight control of an electric verticaltakeoff and landing (eVTOL) aircraft is provided. The method includestransmitting, by a pilot control mechanically coupled to the eVTOLaircraft, an input datum, providing a pusher component mechanicallycoupled to the eVTOL aircraft, providing a lift component mechanicallycoupled to the eVTOL aircraft, communicatively connecting a flightcontroller to the pilot control, receiving, by the flight controller,the input datum from the pilot control, initiating, by the flightcontroller, operation of the pusher component, and terminating, by theflight controller, operation of the lift component.

These and other aspects and features of non-limiting embodiments of thepresent invention will become apparent to those skilled in the art uponreview of the following description of specific non-limiting embodimentsof the invention in conjunction with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

For the purpose of illustrating the invention, the drawings show aspectsof one or more embodiments of the invention. However, it should beunderstood that the present invention is not limited to the precisearrangements and instrumentalities shown in the drawings, wherein:

FIG. 1 is a diagrammatic representation of an exemplary embodiment of anelectric aircraft;

FIG. 2 is a block diagram of an exemplary embodiment of a system forflight control of an electric vertical takeoff and landing (eVTOL)aircraft;

FIG. 3 is a schematic diagram of exemplary embodiments of simplifiedflight paths for an eVTOL aircraft during takeoff and landing;

FIG. 4 is a block diagram of an exemplary embodiment of a flightcontroller;

FIG. 5 is a block diagram of an exemplary embodiment of amachine-learning module;

FIG. 6 is a block diagram of an exemplary embodiment of a method forflight control of an eVTOL aircraft; and

FIG. 7 is a block diagram of a computing system that can be used toimplement any one or more of the methodologies disclosed herein and anyone or more portions thereof.

The drawings are not necessarily to scale and may be illustrated byphantom lines, diagrammatic representations and fragmentary views. Incertain instances, details that are not necessary for an understandingof the embodiments or that render other details difficult to perceivemay have been omitted.

DETAILED DESCRIPTION

In the following description, for the purposes of explanation, numerousspecific details are set forth in order to provide a thoroughunderstanding of the present invention. It will be apparent, however,that the present invention may be practiced without these specificdetails. As used herein, the word “exemplary” or “illustrative” means“serving as an example, instance, or illustration.” Any implementationdescribed herein as “exemplary” or “illustrative” is not necessarily tobe construed as preferred or advantageous over other implementations.All of the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to make or use theembodiments of the disclosure and are not intended to limit the scope ofthe disclosure, which is defined by the claims. For purposes ofdescription herein, the terms “upper”, “lower”, “left”, “rear”, “right”,“front”, “vertical”, “horizontal”, “upward”, “downward”, “forward”,“backward” and derivatives thereof shall relate to the invention asoriented in FIG. 1. Furthermore, there is no intention to be bound byany expressed or implied theory presented in the preceding technicalfield, background, brief summary or the following detailed description.It is also to be understood that the specific devices and processesillustrated in the attached drawings, and described in the followingspecification, are simply exemplary embodiments of the inventiveconcepts defined in the appended claims. Hence, specific dimensions andother physical characteristics relating to the embodiments disclosedherein are not to be considered as limiting, unless the claims expresslystate otherwise.

At a high level, aspects of the present disclosure are directed tosystems and methods for flight control. In an embodiment, systems andmethods are provided for flight control of an electric vertical takeoffand landing (eVTOL) aircraft. Aspects of the present disclosure can beused to provide a pilot-controlled transition between vertical liftflight and fixed wing flight of an eVTOL aircraft. Aspects of thepresent disclosure can also be used to make this transition aftertakeoff and initial ascent, and before final descent and landing. Thisis so, at least in part, because an aircraft pilot control and flightcontroller are configured to translate a pilot's desired trajectory toappropriate torque generation in an aircraft pusher component and anaircraft lift component. Aspects of the present disclosureadvantageously allow for a smooth and safe pilot-controlled transitionbetween vertical lift flight and fixed wing flight. Exemplaryembodiments illustrating aspects of the present disclosure are describedbelow in the context of several specific examples.

Referring now to FIG. 1, an exemplary embodiment of an aircraft 100including a system for flight control is illustrated. In an embodiment,the aircraft 100 is an electric vertical takeoff and landing (eVTOL)aircraft. As used in this disclosure an “aircraft” is any vehicle thatmay fly by gaining support from the air. As a non-limiting example,aircraft may include airplanes, helicopters, commercial and/orrecreational aircrafts, instrument flight aircrafts, drones, electricaircrafts, airliners, rotorcrafts, vertical takeoff and landingaircrafts, jets, airships, blimps, gliders, paramotors, and the like.Aircraft 100 may include an electrically powered aircraft. Inembodiments, electrically powered aircraft may be an electric verticaltakeoff and landing (eVTOL) aircraft. Electric aircraft may be capableof rotor-based cruising flight, rotor-based takeoff, rotor-basedlanding, fixed-wing cruising flight, airplane-style takeoff,airplane-style landing, and/or any combination thereof. Electricaircraft may include one or more manned and/or unmanned aircrafts.Electric aircraft may include one or more all-electric short takeoff andlanding (eSTOL) aircrafts. For example, and without limitation, eSTOLaircrafts may accelerate the plane to a flight speed on takeoff anddecelerate the plane after landing. In an embodiment, and withoutlimitation, electric aircraft may be configured with an electricpropulsion assembly. Electric propulsion assembly may include anyelectric propulsion assembly as described in U.S. Nonprovisionalapplication Ser. No. 16/703,225, filed on Dec. 4, 2019, and entitled “ANINTEGRATED ELECTRIC PROPULSION ASSEMBLY,” the entirety of which isincorporated herein by reference.

Still referring to FIG. 1, the aircraft 100, in an embodiment, generallyincludes a fuselage 104, a flight component 108 (or one or more flightcomponents 108), a pilot control 120 and a flight controller 124. In oneembodiment, the flight component(s) 108 includes a lift component 112and a pusher component 116.

As used in this disclosure, a vertical take-off and landing (VTOL)aircraft is one that can hover, take off, and land vertically. An eVTOL,as used in this disclosure, is an electrically powered aircrafttypically using an energy source, of a plurality of energy sources topower the aircraft. In order to optimize the power and energy necessaryto propel the aircraft, eVTOL may be capable of rotor-based cruisingflight, rotor-based takeoff, rotor-based landing, fixed-wing cruisingflight, airplane-style takeoff, airplane style landing, and/or anycombination thereof. Rotor-based flight, as described herein, is wherethe aircraft generates lift and propulsion by way of one or more poweredrotors or blades coupled with an engine, such as a “quad copter,”multi-rotor helicopter, or other vehicle that maintains its liftprimarily using downward thrusting propulsors. “Fixed-wing flight”, asdescribed herein, is where the aircraft is capable of flight using wingsand/or foils that generate lift caused by the aircraft's forwardairspeed and the shape of the wings and/or foils, such as airplane-styleflight.

Still referring to FIG. 1, as used in this disclosure a “fuselage” isthe main body of an aircraft, or in other words, the entirety of theaircraft except for the cockpit, nose, wings, empennage, nacelles, anyand all control surfaces, and generally contains an aircraft's payload.Fuselage 104 may include structural elements that physically support ashape and structure of an aircraft. Structural elements may take aplurality of forms, alone or in combination with other types. Structuralelements may vary depending on a construction type of aircraft such aswithout limitation a fuselage 104. Fuselage 104 may comprise a trussstructure. A truss structure may be used with a lightweight aircraft andcomprises welded steel tube trusses. A “truss,” as used in thisdisclosure, is an assembly of beams that create a rigid structure, oftenin combinations of triangles to create three-dimensional shapes. A trussstructure may alternatively comprise wood construction in place of steeltubes, or a combination thereof. In embodiments, structural elements maycomprise steel tubes and/or wood beams. In an embodiment, and withoutlimitation, structural elements may include an aircraft skin. Aircraftskin may be layered over the body shape constructed by trusses. Aircraftskin may comprise a plurality of materials such as plywood sheets,aluminum, fiberglass, and/or carbon fiber, the latter of which will beaddressed in greater detail later herein.

In embodiments, and with continued reference to FIG. 1, aircraftfuselage 104 may include and/or be constructed using geodesicconstruction. Geodesic structural elements may include stringers woundabout formers (which may be alternatively called station frames) inopposing spiral directions. A “stringer,” as used in this disclosure, isa general structural element that includes a long, thin, and rigid stripof metal or wood that is mechanically coupled to and spans a distancefrom, station frame to station frame to create an internal skeleton onwhich to mechanically couple aircraft skin. A former (or station frame)may include a rigid structural element that is disposed along a lengthof an interior of aircraft fuselage 104 orthogonal to a longitudinal(nose to tail) axis of the aircraft and may form a general shape offuselage 104. A former may include differing cross-sectional shapes atdiffering locations along fuselage 104, as the former is the structuralelement that informs the overall shape of a fuselage 104 curvature. Inembodiments, aircraft skin may be anchored to formers and strings suchthat the outer mold line of a volume encapsulated by formers andstringers comprises the same shape as aircraft 100 when installed. Inother words, former(s) may form a fuselage's ribs, and the stringers mayform the interstitials between such ribs. The spiral orientation ofstringers about formers may provide uniform robustness at any point onan aircraft fuselage such that if a portion sustains damage, anotherportion may remain largely unaffected. Aircraft skin may be mechanicallycoupled to underlying stringers and formers and may interact with afluid, such as air, to generate lift and perform maneuvers.

In an embodiment, and still referring to FIG. 1, fuselage 104 mayinclude and/or be constructed using monocoque construction. Monocoqueconstruction may include a primary structure that forms a shell (or skinin an aircraft's case) and supports physical loads. Monocoque fuselagesare fuselages in which the aircraft skin or shell is also the primarystructure. In monocoque construction aircraft skin would support tensileand compressive loads within itself and true monocoque aircraft can befurther characterized by the absence of internal structural elements.Aircraft skin in this construction method is rigid and can sustain itsshape with no structural assistance form underlying skeleton-likeelements. Monocoque fuselage may comprise aircraft skin made fromplywood layered in varying grain directions, epoxy-impregnatedfiberglass, carbon fiber, or any combination thereof.

According to embodiments, and further referring to FIG. 1, fuselage 104may include a semi-monocoque construction. Semi-monocoque construction,as used herein, is a partial monocoque construction, wherein a monocoqueconstruction is describe above detail. In semi-monocoque construction,aircraft fuselage 104 may derive some structural support from stressedaircraft skin and some structural support from underlying framestructure made of structural elements. Formers or station frames can beseen running transverse to the long axis of fuselage 104 with circularcutouts which are generally used in real-world manufacturing for weightsavings and for the routing of electrical harnesses and other modernon-board systems. In a semi-monocoque construction, stringers are thin,long strips of material that run parallel to fuselage's long axis.Stringers may be mechanically coupled to formers permanently, such aswith rivets. Aircraft skin may be mechanically coupled to stringers andformers permanently, such as by rivets as well. A person of ordinaryskill in the art will appreciate, upon reviewing the entirety of thisdisclosure, that there are numerous methods for mechanical fastening ofthe aforementioned components like screws, nails, dowels, pins, anchors,adhesives like glue or epoxy, or bolts and nuts, to name a few. A subsetof fuselage under the umbrella of semi-monocoque construction includesunibody vehicles. Unibody, which is short for “unitized body” oralternatively “unitary construction”, vehicles are characterized by aconstruction in which the body, floor plan, and chassis form a singlestructure. In the aircraft world, unibody may be characterized byinternal structural elements like formers and stringers beingconstructed in one piece, integral to the aircraft skin as well as anyfloor construction like a deck.

Still referring to FIG. 1, stringers and formers, which may account forthe bulk of an aircraft structure excluding monocoque construction, maybe arranged in a plurality of orientations depending on aircraftoperation and materials. Stringers may be arranged to carry axial(tensile or compressive), shear, bending or torsion forces throughouttheir overall structure. Due to their coupling to aircraft skin,aerodynamic forces exerted on aircraft skin will be transferred tostringers. A location of said stringers greatly informs the type offorces and loads applied to each and every stringer, all of which may behandled by material selection, cross-sectional area, and mechanicalcoupling methods of each member. A similar assessment may be made forformers. In general, formers may be significantly larger incross-sectional area and thickness, depending on location, thanstringers. Both stringers and formers may comprise aluminum, aluminumalloys, graphite epoxy composite, steel alloys, titanium, or anundisclosed material alone or in combination.

In an embodiment, and still referring to FIG. 1, stressed skin, whenused in semi-monocoque construction is the concept where the skin of anaircraft bears partial, yet significant, load in an overall structuralhierarchy. In other words, an internal structure, whether it be a frameof welded tubes, formers and stringers, or some combination, may not besufficiently strong enough by design to bear all loads. The concept ofstressed skin may be applied in monocoque and semi-monocoqueconstruction methods of fuselage 104. Monocoque comprises onlystructural skin, and in that sense, aircraft skin undergoes stress byapplied aerodynamic fluids imparted by the fluid. Stress as used incontinuum mechanics may be described in pound-force per square inch(lbf/in²) or Pascals (Pa). In semi-monocoque construction stressed skinmay bear part of aerodynamic loads and additionally may impart force onan underlying structure of stringers and formers.

Still referring to FIG. 1, it should be noted that an illustrativeembodiment is presented only, and this disclosure in no way limits theform or construction method of a system and method for loading payloadinto an eVTOL aircraft. In embodiments, fuselage 104 may be configurablebased on the needs of the eVTOL per specific mission or objective. Thegeneral arrangement of components, structural elements, and hardwareassociated with storing and/or moving a payload may be added or removedfrom fuselage 104 as needed, whether it is stowed manually, automatedly,or removed by personnel altogether. Fuselage 104 may be configurable fora plurality of storage options. Bulkheads and dividers may be installedand uninstalled as needed, as well as longitudinal dividers wherenecessary. Bulkheads and dividers may be installed using integratedslots and hooks, tabs, boss and channel, or hardware like bolts, nuts,screws, nails, clips, pins, and/or dowels, to name a few. Fuselage 104may also be configurable to accept certain specific cargo containers, ora receptable that can, in turn, accept certain cargo containers.

Still referring to FIG. 1, aircraft 100 may include a plurality oflaterally extending elements attached to fuselage 104. As used in thisdisclosure a “laterally extending element” is an element that projectsessentially horizontally from fuselage, including an outrigger, a spar,and/or a fixed wing that extends from fuselage. Wings may be structureswhich include airfoils configured to create a pressure differentialresulting in lift. Wings may generally dispose on the left and rightsides of the aircraft symmetrically, at a point between nose andempennage. Wings may comprise a plurality of geometries in planformview, swept swing, tapered, variable wing, triangular, oblong,elliptical, square, among others. A wing's cross section geometry maycomprise an airfoil. An “airfoil” as used in this disclosure is a shapespecifically designed such that a fluid flowing above and below it exertdiffering levels of pressure against the top and bottom surface. Inembodiments, the bottom surface of an aircraft can be configured togenerate a greater pressure than does the top, resulting in lift.Laterally extending element may comprise differing and/or similarcross-sectional geometries over its cord length or the length from wingtip to where wing meets the aircraft's body. One or more wings may besymmetrical about the aircraft's longitudinal plane, which comprises thelongitudinal or roll axis reaching down the center of the aircraftthrough the nose and empennage, and the plane's yaw axis. Laterallyextending element may comprise controls surfaces configured to becommanded by a pilot or pilots to change a wing's geometry and thereforeits interaction with a fluid medium, like air. Control surfaces maycomprise flaps, ailerons, tabs, spoilers, and slats, among others. Thecontrol surfaces may dispose on the wings in a plurality of locationsand arrangements and in embodiments may be disposed at the leading andtrailing edges of the wings, and may be configured to deflect up, down,forward, aft, or a combination thereof. An aircraft, including adual-mode aircraft may comprise a combination of control surfaces toperform maneuvers while flying or on ground.

Still referring to FIG. 1, aircraft 100 includes a plurality of flightcomponents 108. As used in this disclosure a “flight component” is acomponent that promotes flight and guidance of an aircraft. In anembodiment, flight component 108 may be mechanically coupled to anaircraft. As used herein, a person of ordinary skill in the art wouldunderstand “mechanically coupled” to mean that at least a portion of adevice, component, or circuit is connected to at least a portion of theaircraft via a mechanical coupling. Said mechanical coupling caninclude, for example, rigid coupling, such as beam coupling, bellowscoupling, bushed pin coupling, constant velocity, split-muff coupling,diaphragm coupling, disc coupling, donut coupling, elastic coupling,flexible coupling, fluid coupling, gear coupling, grid coupling, hirthjoints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldhamcoupling, sleeve coupling, tapered shaft lock, twin spring coupling, ragjoint coupling, universal joints, or any combination thereof. In anembodiment, mechanical coupling may be used to connect the ends ofadjacent parts and/or objects of an electric aircraft. Further, in anembodiment, mechanical coupling may be used to join two pieces ofrotating electric aircraft components.

Still referring to FIG. 1, in an embodiment, plurality of flightcomponents 108 of aircraft 100 includes at least a lift component 112and at least a pusher component 116 which are described in furtherdetail later herein with reference to FIG. 2. In an embodiment, theaircraft 100 includes a pilot control 120 which is also described infurther detail later herein with reference to FIG. 2.

With continued reference to FIG. 1, in an embodiment, the aircraft 100includes a flight controller 124 which is described further withreference to FIG. 2 and FIG. 4. In embodiments, flight controller may beinstalled in an aircraft, may control the aircraft remotely, and/or mayinclude an element installed in the aircraft and a remote element incommunication therewith. The flight controller 124, in an embodiment, islocated within the fuselage 104 of the aircraft. In accordance with someembodiments, the flight controller is configured to operate a verticallift flight (upwards or downwards, that is, takeoff or landing), a fixedwing flight, a transition between a vertical lift flight and a fixedwing flight, and a combination of a vertical lift flight and a fixedwing flight.

Still referring to FIG. 1, in an embodiment, and without limitation,flight controller 124 may be configured to operate a fixed-wing flightcapability. A “fixed-wing flight capability” can be a method of flightwherein the plurality of laterally extending elements generate lift. Forexample, and without limitation, fixed-wing flight capability maygenerate lift as a function of an airspeed of aircraft 100 and one ormore airfoil shapes of the laterally extending elements, wherein anairfoil is described above in detail. As a further non-limiting example,flight controller 124 may operate the fixed-wing flight capability as afunction of reducing applied torque on lift propulsor component 112. Forexample, and without limitation, flight controller 124 may reduce atorque of 9 Nm applied to a first set of lift propulsor components to atorque of 2 Nm. As a further non-limiting example, flight controller 124may reduce a torque of 12 Nm applied to a first set of lift propulsorcomponents to a torque of 0 Nm. In an embodiment, and withoutlimitation, flight controller 124 may produce fixed-wing flightcapability as a function of increasing forward thrust exerted by pushercomponent 116. For example, and without limitation, flight controller124 may increase a forward thrust of 100 kN produced by pusher component116 to a forward thrust of 569 kN. In an embodiment, and withoutlimitation, an amount of lift generation may be related to an amount offorward thrust generated to increase airspeed velocity, wherein theamount of lift generation may be directly proportional to the amount offorward thrust produced. Additionally or alternatively, flightcontroller may include an inertia compensator. As used in thisdisclosure an “inertia compensator” is one or more computing devices,electrical components, logic circuits, processors, and the like there ofthat are configured to compensate for inertia in one or more liftpropulsor components present in aircraft 100. Inertia compensator mayalternatively or additionally include any computing device used as aninertia compensator as described in U.S. Nonprovisional application Ser.No. 17/106,557, filed on Nov. 30, 2020, and entitled “SYSTEM AND METHODFOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT,” the entirety of which isincorporated herein by reference.

In an embodiment, and still referring to FIG. 1, flight controller 124may be configured to perform a reverse thrust command. As used in thisdisclosure a “reverse thrust command” is a command to perform a thrustthat forces a medium towards the relative air opposing aircraft 100. Forexample, reverse thrust command may include a thrust of 180 N directedtowards the nose of aircraft to at least repel and/or oppose therelative air. Reverse thrust command may alternatively or additionallyinclude any reverse thrust command as described in U.S. Nonprovisionalapplication Ser. No. 17/319,155, filed on May 13, 2021, and entitled“AIRCRAFT HAVING REVERSE THRUST CAPABILITIES,” the entirety of which isincorporated herein by reference. In another embodiment, flightcontroller may be configured to perform a regenerative drag operation.As used in this disclosure a “regenerative drag operation” is anoperating condition of an aircraft, wherein the aircraft has a negativethrust and/or is reducing in airspeed velocity. For example, and withoutlimitation, regenerative drag operation may include a positive propellerspeed and a negative propeller thrust. Regenerative drag operation mayalternatively or additionally include any regenerative drag operation asdescribed in U.S. Nonprovisional application Ser. No. 17/319,155.

In an embodiment, and still referring to FIG. 1, flight controller 124may be configured to perform a corrective action as a function of afailure event. As used in this disclosure a“corrective action” is anaction conducted by the plurality of flight components to correct and/oralter a movement of an aircraft. For example, and without limitation, acorrective action may include an action to reduce a yaw torque generatedby a failure event. Additionally or alternatively, corrective action mayinclude any corrective action as described in U.S. Nonprovisionalapplication Ser. No. 17/222,539, filed on Apr. 5, 2021, and entitled“AIRCRAFT FOR SELF-NEUTRALIZING FLIGHT,” the entirety of which isincorporated herein by reference. As used in this disclosure a “failureevent” is a failure of a lift component of the plurality of liftcomponents. For example, and without limitation, a failure event maydenote a rotation degradation of a rotor, a reduced torque of a rotor,and the like thereof. Additionally or alternatively, failure event mayinclude any failure event as described in U.S. Nonprovisionalapplication Ser. No. 17/113,647, filed on Dec. 7, 2020, and entitled“IN-FLIGHT STABILIZATION OF AN AIRCAFT,” the entirety of which isincorporated herein by reference.

Referring now to FIG. 2, an exemplary embodiment of a system 200 forflight control of an electric vertical takeoff and landing (eVTOL)aircraft, such as in one embodiment the aircraft 100 of FIG. 1, isillustrated. The system 200 generally includes a pilot control 120, apusher component 116, a lift component 112 and a flight controller 124.The pilot control 120 is mechanically coupled, or otherwise attached, tothe eVTOL aircraft. The pilot control 120 is configured to transmit aninput datum 228. The pusher component 116 is mechanically coupled, orotherwise attached, to the eVTOL aircraft. The lift component 112 ismechanically coupled, or otherwise attached, to the eVTOL aircraft. Theflight controller 124 is communicatively connected to the pilot control120. The flight controller 124 is configured to receive the input datum228 from the pilot control 120, initiate operation (signal or command232) of the pusher component 116, and terminate operation (signal orcommand 236) of the lift component 112.

Still referring to FIG. 2, the input datum 228 may include informationon a pilot's desired transition from substantially vertical flight ofthe eVTOL aircraft to substantially horizontal flight of the eVTOLaircraft. The pilot control 120 may include at least one of a controlswitch and a control lever. The pusher component 116 may include atleast a propulsor. The pusher component 116 may be configured togenerate a generally forward thrust for the eVTOL aircraft. The liftcomponent 112 may include at least a propulsor. The lift component 112may be configured to generate a generally upward thrust for the eVTOLaircraft. The flight controller 124 may include a computing device. Theflight controller may include a proportional-integral-derivative (PID)controller. The flight controller may be configured to increase arotational speed of the pusher component 116 and decrease a rotationalspeed of the lift component 112.

Still referring to FIG. 2, as used in this disclosure, a “pilot control”is a mechanism or means which allows a pilot to control operation offlight components (for example, and without limitation, pusher componentand lift component) of an aircraft. For example, and without limitation,pilot control 120 may include a collective, inceptor, foot bake,steering and/or control wheel, control stick, pedals, throttle levers,and the like. The pilot control 120 is configured to translate a pilot'sdesired torque for each flight component of the plurality of flightcomponents, such as and without limitation, the pusher component 116 andthe lift component 112. The pilot control 120 is configured to control,via inputs and/or signals such as from a pilot, the pitch, roll, and yawof the aircraft.

Still referring to FIG. 2, the pilot control 120 is configured totransmit the input datum 228 to the flight controller 124. An “inputdatum” as used in this disclosure is an element of data identifyingand/or describing the desire of the pilot to transition from verticalflight, hover or vertical lift flight to horizontal flight or fixed wingflight, and vice versa. Such maneuvers would typically be involvedduring ascent of the aircraft after takeoff, descent of the aircraftduring landing, and the like, among others. During this transition fromvertical lift flight to fixed wing flight it is important that theaircraft's speed is such as to avoid stall. That is the aircraft's speedshould be at least at, or above, the stall speed. As used in thisdisclosure, “vertical lift flight” refers to the substantially vertical,upward or downward, flight of the aircraft. As used in this disclosure,“fixed wing flight” refers to the substantially horizontal, forward orbackward, flight of the aircraft. “Transition”, as used in thisdisclosure, refers to the transition of the aircraft's trajectorybetween vertical lift flight and fixed wing flight. As used in thisdisclosure, “stall speed” is a metric that refers to the minimum speedfor an aircraft to produce lift. For example, when airplanes fly slowerthan their respective stall speed, they will be unable to produce lift.

With continued reference to FIG. 2, embodiments of the system 200provide for a pilot-controlled transition from vertical lift flight tofixed wing flight. This transition involves and utilizes the aircraftflight components 116 and 112 and the flight controller 124 so as tocarry out the pilot's instructions as provided by pilot input(s) and/orpilot signal(s) such as the input datum 228.

Still referring to FIG. 2, pilot control 120 may include a throttlelever, inceptor stick, collective pitch control, steering wheel, brakepedals, pedal controls, toggles, joystick, and the like. One of ordinaryskill in the art, upon reading the entirety of this disclosure wouldappreciate the variety of pilot input controls that may be present in anelectric aircraft consistent with the present disclosure. Inceptor stickmay be consistent with disclosure of inceptor stick in U.S. patentapplication Ser. No. 17/001,845, filed Aug. 25, 2020, and titled “AHOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, which isincorporated herein by reference in its entirety. Collective pitchcontrol may be consistent with disclosure of collective pitch control inU.S. patent application Ser. No. 16/929,206, filed Jul. 15, 2020, andtitled “HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT”, whichis incorporated herein by reference in its entirety. The pilot control120 may also include any of the pilot controls as disclosed in U.S.patent application Ser. No. 17/218,387, filed Mar. 31, 2021, andentitled “METHOD AND SYSTEM FOR FLY-BY-WIRE FLIGHT CONTROL CONFIGUREDFOR USE IN ELECTRIC AIRCRAFT”. Pilot control 120 may be physicallylocated in the cockpit of the aircraft or remotely located outside ofthe aircraft in another location communicatively connected to at least aportion of the aircraft. Pilot control 120 may include buttons,switches, or other binary inputs in addition to, or alternatively thandigital controls about which a plurality of inputs may be received.Pilot control 120 may be configured to receive a physical manipulationof a control like a pilot using a hand and arm to push or pull a lever,or a pilot using a finger to manipulate a switch. Pilot control 120 mayalso be operated by a voice command by a pilot to a microphone andcomputing system consistent with the entirety of this disclosure. Pilotcontrol 120 may be communicatively connected to any other componentpresented in system, the communicative connection may include redundantconnections configured to safeguard against single-point failure.

Still referring to FIG. 2, the pusher component 116 may include apropulsor, a propeller, a blade, a motor, a rotor, a rotating element,an aileron, a rudder, arrangements thereof, combinations thereof, andthe like. Each pusher component 116, when a plurality is present, of theplurality of flight components 108 (see FIG. 1) is configured toproduce, in an embodiment, substantially forward and/or horizontalthrust such that the aircraft moves forward.

Still referring to FIG. 2, as used in this disclosure a “pushercomponent” is a component that pushes and/or thrusts an aircraft througha medium. As a non-limiting example, pusher component 116 may include apusher propeller, a paddle wheel, a pusher motor, a pusher propulsor,and the like. Additionally, or alternatively, pusher flight componentmay include a plurality of pusher flight components. Pusher component116 is configured to produce a forward thrust. As a non-limitingexample, forward thrust may include a force of 1145 N to force aircraftto in a horizontal direction along the longitudinal axis. As a furthernon-limiting example, forward thrust may include a force of, as anon-limiting example, 300 N to force aircraft 100 in a horizontaldirection along a longitudinal axis. As a further non-limiting example,pusher component 116 may twist and/or rotate to pull air behind it and,at the same time, push aircraft 100 forward with an equal amount offorce. In an embodiment, and without limitation, the more air forcedbehind aircraft, the greater the thrust force with which the aircraft ispushed horizontally will be. In another embodiment, and withoutlimitation, forward thrust may force aircraft 100 through the medium ofrelative air. Additionally or alternatively, plurality of flightcomponents 108 may include one or more puller components. As used inthis disclosure a “puller component” is a component that pulls and/ortows an aircraft through a medium. As a non-limiting example, pullercomponent may include a flight component such as a puller propeller, apuller motor, a tractor propeller, a puller propulsor, and the like.Additionally, or alternatively, puller component may include a pluralityof puller flight components.

Still referring to FIG. 2, the lift component 112 may include apropulsor, a propeller, a blade, a motor, a rotor, a rotating element,an aileron, a rudder, arrangements thereof, combinations thereof, andthe like. Each lift component 112, when a plurality is present, of theplurality of flight components 108 (see FIG. 1) is configured toproduce, in an embodiment, substantially upward and/or vertical thrustsuch that the aircraft moves upward.

Still referring to FIG. 2, As used in this disclosure a “lift component”is a component and/or device used to propel a craft upward by exertingdownward force on a fluid medium, which may include a gaseous mediumsuch as air or a liquid medium such as water. Lift component 112 mayinclude any device or component that consumes electrical power on demandto propel an electric aircraft in a direction or other vehicle while onground or in-flight. For example, and without limitation, lift component112 may include a rotor, propeller, paddle wheel and the like thereof,wherein a rotor is a component that produces torque along thelongitudinal axis, and a propeller produces torquer along the verticalaxis. In an embodiment, lift component 112 includes a plurality ofblades. As used in this disclosure a “blade” is a propeller thatconverts rotary motion from an engine or other power source into aswirling slipstream. In an embodiment, blade may convert rotary motionto push the propeller forwards or backwards. In an embodiment liftcomponent 112 may include a rotating power-driven hub, to which areattached several radial airfoil-section blades such that the wholeassembly rotates about a longitudinal axis. Blades may be configured atan angle of attack, wherein an angle of attack is described in detailbelow. In an embodiment, and without limitation, angle of attack mayinclude a fixed angle of attack. As used in this disclosure a “fixedangle of attack” is fixed angle between a chord line of a blade andrelative wind. As used in this disclosure a “fixed angle” is an anglethat is secured and/or unmovable from the attachment point. For example,and without limitation fixed angle of attack may be 3.2° as a functionof a pitch angle of 9.7° and a relative wind angle 6.5°. In anotherembodiment, and without limitation, angle of attack may include avariable angle of attack. As used in this disclosure a “variable angleof attack” is a variable and/or moveable angle between a chord line of ablade and relative wind. As used in this disclosure a “variable angle”is an angle that is moveable from an attachment point. For example, andwithout limitation variable angle of attack may be a first angle of 4.7°as a function of a pitch angle of 7.1° and a relative wind angle 2.4°,wherein the angle adjusts and/or shifts to a second angle of 2.7° as afunction of a pitch angle of 5.1° and a relative wind angle 2.4°. In anembodiment, angle of attack be configured to produce a fixed pitchangle. As used in this disclosure a “fixed pitch angle” is a fixed anglebetween a cord line of a blade and the rotational velocity direction.For example, and without limitation, fixed pitch angle may include 18°.In another embodiment fixed angle of attack may be manually variable toa few set positions to adjust one or more lifts of the aircraft prior toflight. In an embodiment, blades for an aircraft are designed to befixed to their hub at an angle similar to the thread on a screw makes anangle to the shaft; this angle may be referred to as a pitch or pitchangle which will determine a speed of forward movement as the bladerotates.

In an embodiment, and still referring to FIG. 2, lift component 112 maybe configured to produce a lift. As used in this disclosure a “lift” isa perpendicular force to the oncoming flow direction of fluidsurrounding the surface. For example, and without limitation relativeair speed may be horizontal to the aircraft, wherein lift force may be aforce exerted in a vertical direction, directing the aircraft upwards.In an embodiment, and without limitation, lift component 112 may producelift as a function of applying a torque to lift component. As used inthis disclosure a “torque” is a measure of force that causes an objectto rotate about an axis in a direction. For example, and withoutlimitation, torque may rotate an aileron and/or rudder to generate aforce that may adjust and/or affect altitude, airspeed velocity,groundspeed velocity, direction during flight, and/or thrust. Forexample, one or more flight components 108 (FIG. 1) such as a powersources may apply a torque on lift component 112 to produce lift. Asused in this disclosure a “power source” is a source that that drivesand/or controls any other flight component. For example, and withoutlimitation power source may include a motor that operates to move one ormore lift propulsor components, to drive one or more blades, or the likethereof. A motor may be driven by direct current (DC) electric power andmay include, without limitation, brushless DC electric motors, switchedreluctance motors, induction motors, or any combination thereof. A motormay also include electronic speed controllers or other components forregulating motor speed, rotation direction, and/or dynamic braking.

Still referring to FIG. 2, power source may include an energy source. Anenergy source may include, for example, an electrical energy source agenerator, a photovoltaic device, a fuel cell such as a hydrogen fuelcell, direct methanol fuel cell, and/or solid oxide fuel cell, anelectric energy storage device (e.g., a capacitor, an inductor, and/or abattery). An electrical energy source may also include a battery cell,or a plurality of battery cells connected in series into a module andeach module connected in series or in parallel with other modules.Configuration of an energy source containing connected modules may bedesigned to meet an energy or power requirement and may be designed tofit within a designated footprint in an electric aircraft in whichaircraft 100 may be incorporated.

In an embodiment, and still referring to FIG. 2, an energy source may beused to provide a steady supply of electrical power to a load over thecourse of a flight by a vehicle or other electric aircraft. For example,an energy source may be capable of providing sufficient power for“cruising” and other relatively low-energy phases of flight. An energysource may also be capable of providing electrical power for somehigher-power phases of flight as well, particularly when the energysource is at a high SOC, as may be the case for instance during takeoff.In an embodiment, an energy source may be capable of providingsufficient electrical power for auxiliary loads including withoutlimitation, lighting, navigation, communications, de-icing, steering orother systems requiring power or energy. Further, an energy source maybe capable of providing sufficient power for controlled descent andlanding protocols, including, without limitation, hovering descent orrunway landing. As used herein an energy source may have high powerdensity where electrical power an energy source can usefully produce perunit of volume and/or mass is relatively high. “Electrical power,” asused in this disclosure, is defined as a rate of electrical energy perunit time. An energy source may include a device for which power thatmay be produced per unit of volume and/or mass has been optimized, atthe expense of the maximal total specific energy density or powercapacity, during design. Non-limiting examples of items that may be usedas at least an energy source may include batteries used for startingapplications including Li ion batteries which may include NCA, NMC,Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO)batteries, which may be mixed with another cathode chemistry to providemore specific power if the application requires Li metal batteries,which have a lithium metal anode that provides high power on demand, Liion batteries that have a silicon or titanite anode, energy source maybe used, in an embodiment, to provide electrical power to an electricaircraft or drone, such as an electric aircraft vehicle, during momentsrequiring high rates of power output, including without limitationtakeoff, landing, thermal de-icing and situations requiring greaterpower output for reasons of stability, such as high turbulencesituations, as described in further detail below. A battery may include,without limitation a battery using nickel based chemistries such asnickel cadmium or nickel metal hydride, a battery using lithium ionbattery chemistries such as a nickel cobalt aluminum (NCA), nickelmanganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobaltoxide (LCO), and/or lithium manganese oxide (LMO), a battery usinglithium polymer technology, lead-based batteries such as withoutlimitation lead acid batteries, metal-air batteries, or any othersuitable battery. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various devices ofcomponents that may be used as an energy source.

Still referring to FIG. 2, an energy source may include a plurality ofenergy sources, referred to herein as a module of energy sources. Amodule may include batteries connected in parallel or in series or aplurality of modules connected either in series or in parallel designedto deliver both the power and energy requirements of the application.Connecting batteries in series may increase the voltage of at least anenergy source which may provide more power on demand. High voltagebatteries may require cell matching when high peak load is needed. Asmore cells are connected in strings, there may exist the possibility ofone cell failing which may increase resistance in the module and reducean overall power output as a voltage of the module may decrease as aresult of that failing cell. Connecting batteries in parallel mayincrease total current capacity by decreasing total resistance, and italso may increase overall amp-hour capacity. Overall energy and poweroutputs of at least an energy source may be based on individual batterycell performance or an extrapolation based on measurement of at least anelectrical parameter. In an embodiment where an energy source includes aplurality of battery cells, overall power output capacity may bedependent on electrical parameters of each individual cell. If one cellexperiences high self-discharge during demand, power drawn from at leastan energy source may be decreased to avoid damage to the weakest cell.An energy source may further include, without limitation, wiring,conduit, housing, cooling system and battery management system. Personsskilled in the art will be aware, after reviewing the entirety of thisdisclosure, of many different components of an energy source.

In an embodiment and still referring to FIG. 2, a plurality of liftcomponents 112 of the plurality of flight components 108 (FIG. 1) may bearranged in a quad copter orientation. As used in this disclosure a“quad copter orientation” is at least a lift component oriented in ageometric shape and/or pattern, wherein each of the lift components islocated along a vertex of the geometric shape. For example, and withoutlimitation, a square quad copter orientation may have four liftpropulsor components oriented in the geometric shape of a square,wherein each of the four lift propulsor components are located along thefour vertices of the square shape. As a further non-limiting example, ahexagonal quad copter orientation may have six lift components orientedin the geometric shape of a hexagon, wherein each of the six liftcomponents are located along the six vertices of the hexagon shape. Inan embodiment, and without limitation, quad copter orientation mayinclude a first set of lift components and a second set of liftcomponents, wherein the first set of lift components and the second setof lift components may include two lift components each, wherein thefirst set of lift components and a second set of lift components aredistinct from one another. For example, and without limitation, thefirst set of lift components may include two lift components that rotatein a clockwise direction, wherein the second set of lift propulsorcomponents may include two lift components that rotate in acounterclockwise direction. In an embodiment, and without limitation,the first set of lift components may be oriented along a line oriented45° from the longitudinal axis of aircraft 100 (FIG. 1). In anotherembodiment, and without limitation, the second set of lift componentsmay be oriented along a line oriented 135° from the longitudinal axis,wherein the first set of lift components line and the second set of liftcomponents are perpendicular to each other.

Still referring to FIG. 2, the pusher component 116 and the liftcomponent 112 (of the flight component(s) 108 (FIG. 1)) may include anysuch components and related devices as disclosed in U.S. Nonprovisionalapplication Ser. No. 16/427,298, filed on May 30, 2019, entitled“SELECTIVELY DEPLOYABLE HEATED PROPULSOR SYSTEM,” U.S. Nonprovisionalapplication Ser. No. 16/703,225, filed on Dec. 4, 2019, entitled “ANINTEGRATED ELECTRIC PROPULSION ASSEMBLY,” U.S. Nonprovisionalapplication Ser. No. 16/910,255, filed on Jun. 24, 2020, entitled “ANINTEGRATED ELECTRIC PROPULSION ASSEMBLY,” U.S. Nonprovisionalapplication Ser. No. 17/319,155, filed on May 13, 2021, entitled“AIRCRAFT HAVING REVERSE THRUST CAPABILITIES,” U.S. Nonprovisionalapplication Ser. No. 16/929,206, filed on Jul. 15, 2020, entitled “AHOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” U.S.Nonprovisional application Ser. No. 17/001,845, filed on Aug. 25, 2020,entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,”U.S. Nonprovisional application Ser. No. 17/186,079, filed on Feb. 26,2021, entitled “METHODS AND SYSTEM FOR ESTIMATING PERCENTAGE TORQUEPRODUCED BY A PROPULSOR CONFIGURED FOR USE IN AN ELECTRIC AIRCRAFT,” andU.S. Nonprovisional application Ser. No. 17/321,662, filed on May 17,2021, entitled “AIRCRAFT FOR FIXED PITCH LIFT,” the entirety of each oneof which is incorporated herein by reference.

Still referring to FIG. 2, the flight controller 124, which iscommunicatively connected, to the pilot control 120, is configured toreceive the input datum 228 from the pilot control 120. “Communicativelyconnected”, for the purposes of this disclosure, refers to two or morecomponents electrically, or otherwise connected or coupled andconfigured to transmit and receive signals from one another. Signals mayinclude electrical, electromagnetic, visual, audio, radio waves,combinations thereof, and the like, among others. The flight controller124 may include any computing device and/or combination of computingdevices programmed to operate the aircraft.

Still referring to FIG. 2, in an embodiment, the flight controller 124includes a proportional-integral-derivative (PID) controller. The flightcontroller 124 is configured to initiate operation of the pushercomponent 116 which, in an embodiment, includes initiating rotation ofthe pusher component 116 such that the rotation of the pusher component116 generates forward or substantially horizontal thrust. The flightcontroller 124 is configured to terminate operation of the liftcomponent 112 which, in an embodiment, includes terminating rotation ofthe lift component 112 (for example, by cutting power to it) such thatthe lift component 112 and/or the aircraft no longer generates upward orsubstantially vertical thrust.

With continued reference to FIG. 2, the flight controller 124 isconfigured to detect when the lift component 112 is activated and whenit is switched off. Similarly, the flight controller is configured todetect when the pusher component 116 is activated and when it isswitched off. The flight controller 124 is further configured to monitorthe operations of the lift component 112 and the pusher component 116.The flight controller 124, in an embodiment, may be configured toestimate the stall speed of the aircraft. The flight controller 124 mayalso be configured to provide stall speed data to the pilot, as neededor desired. During transition between vertical lift flight and fixedwing flight, the flight controller may be configured to monitor thetrajectory followed by the aircraft as controlled by the pilot control.However, in embodiments in accordance with the present disclosure, thedecisions to transition between vertical lift flight and fixed wingflight are made by a human pilot. Aircraft may be equipped with visualguides for the pilot to assist the pilot in maneuvering the aircraft,such as, for example and without limitation, during transition betweenvertical lift flight and fixed wing flight, takeoff and landing. Somesuch suitable visual guides are described in in U.S. Nonprovisionalapplication Ser. No. 17/362,001, filed on Jun. 29, 2021, entitled“SYSTEM FOR A GUIDANCE INTERFACE FOR A VERTICAL TAKE-OFF AND LANDINGAIRCRAFT,” the entirety of which is incorporated herein by reference.

Still referring to FIG. 2, in an embodiment, flight controller 124 isconfigured to monitor aircraft's flight conditions and operatingparameters to ensure that they are within acceptable limits. These mayinclude, for example and without limitation, aircraft's vertical lift,horizontal thrust, trajectory, speed, and the like, among others. Fightcontroller 124 mat be configured to monitor such flight conditions andoperating parameters based on current and/or projected responses topilot commands. In an embodiment, flight controller 124 may beconfigured to warn pilot of a potentially unacceptable pilot commandand/or to override pilot's command, as needed or desired.

Still referring to FIG. 2, in an embodiment, flight controller 124 maybe configured to automatically perform flight maneuvers. For example,and without limitation, flight controller may be configured toautomatically transition between vertical lift flight and fixed wingflight, as needed or desired.

Still referring to FIG. 2, the flight controller 124 may include any ofthe flight controllers as disclosed in U.S. Nonprovisional applicationSer. No. 16/929,206, filed on Jul. 15, 2020, entitled “A HOVER ANDTHRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” U.S. Nonprovisionalapplication Ser. No. 17/001,845, filed on Aug. 25, 2020, entitled “AHOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” U.S.Nonprovisional application Ser. No. 17/321,662, filed on May 17, 2021,entitled “AIRCRAFT FOR FIXED PITCH LIFT,” U.S. Nonprovisionalapplication Ser. No. 17/218,387, filed on Mar. 31, 2021, entitled“METHOD AND SYSTEM FOR FLY-BY-WIRE FLIGHT CONTROL CONFIGURED FOR USE INELECTRIC AIRCRAFT,” and U.S. Nonprovisional application Ser. No.17/348,851 filed on Jun. 16, 2021, entitled “AIRCRAFT FOR VECTORING APLURALITY OF PROPULSORS,” the entirety of each one of which isincorporated herein by reference.

Continuing to refer to FIG. 2, in exemplary embodiments, the system 200for flight control of an electric vertical takeoff and landing (eVTOL)aircraft is based on a pilot-controlled transition from vertical liftflight to fixed wing flight and is directed to how the transitionhappens with respect to the aircraft components and the flightcontroller. In one exemplary sequence of events, without limitation, thepilot uses the pilot control 120 while the aircraft is in vertical liftflight or hover mode, and while the lift component 112 is in operation,to initiate operation of the pusher component 116 such that the aircraftaccelerates forward. This may be accomplished, for example and withoutlimitation, by the pilot pointing the aircraft nose down by apredetermined angle (for example, and without limitation, about 3°(degrees) to about 10° (degrees)) and as the aircraft accelerates thenose comes up. At this stage, the pilot can start disengaging the liftcomponent 112 to maintain a desired flight path angle by “eyeballing” anindicator or the like (for example, and without limitation, bymaintaining a marker in a certain spot) in the aircraft. Once stallspeed has been passed by the aircraft, the pilot can terminate theoperation of the lift component 112 and continue with forward flight asprovided by the pusher component 116. One of ordinary skill in the artwill recognize that similar mechanisms may be utilized to transitionfrom fixed wing flight to vertical (downward) flight, for example andwithout limitation, during the aircraft's descent for landing.

As used in this disclosure, the “flight path angle” is the angle betweenthe flight path vector of an aircraft and the horizon. Stated simply,the flight path angle can also be described as the climb or descentangle. The “pitch angle” (or pitch attitude), as used in thisdisclosure, is the angle between the longitudinal axis of an aircraft(or component thereof) and the horizon. As used in this disclosure, the“angle of attack” is the angle between the chord of an airfoil (orcomponent thereof) and the relative wind. In other words, it can beapproximated as the difference between the pitch angle and the flightpath angle.

Referring now to FIG. 3, a schematic diagram of exemplary embodiments ofsimplified flight paths for an eVTOL aircraft during takeoff and landingis shown. During aircraft takeoff and ascent a vertical lift flight path(upward) is followed by a transition flight path which is then followedby a fixed wing flight path. During aircraft descent and landing a fixedwing flight path is followed by a transition flight path which is thenfollowed by a vertical lift flight path (downward). This execution of adesired flight trajectory is accomplished by a pilot-controlledtransition between vertical lift flight and fixed wing flight. In anembodiment, an aircraft pilot control and flight controller areconfigured to translate a pilot's desired trajectory to appropriatetorque generation in an aircraft pusher component and an aircraft liftcomponent, as described in greater detail above and later herein.

Now referring to FIG. 4, an exemplary embodiment 400 of a flightcontroller 124 is illustrated. As used in this disclosure a “flightcontroller” is a computing device of a plurality of computing devicesdedicated to data storage, security, distribution of traffic for loadbalancing, and flight instruction. Flight controller 124 may includeand/or communicate with any computing device as described in thisdisclosure, including without limitation a microcontroller,microprocessor, digital signal processor (DSP) and/or system on a chip(SoC) as described in this disclosure. Further, flight controller 124may include a single computing device operating independently, or mayinclude two or more computing device operating in concert, in parallel,sequentially or the like; two or more computing devices may be includedtogether in a single computing device or in two or more computingdevices. In embodiments, flight controller 124 may be installed in anaircraft, may control the aircraft remotely, and/or may include anelement installed in the aircraft and a remote element in communicationtherewith.

In an embodiment, and still referring to FIG. 4, flight controller 124may include a signal transformation component 408. As used in thisdisclosure a “signal transformation component” is a component thattransforms and/or converts a first signal to a second signal, wherein asignal may include one or more digital and/or analog signals. Forexample, and without limitation, signal transformation component 408 maybe configured to perform one or more operations such as preprocessing,lexical analysis, parsing, semantic analysis, and the like thereof. Inan embodiment, and without limitation, signal transformation component408 may include one or more analog-to-digital convertors that transforma first signal of an analog signal to a second signal of a digitalsignal. For example, and without limitation, an analog-to-digitalconverter may convert an analog input signal to a 10-bit binary digitalrepresentation of that signal. In another embodiment, signaltransformation component 408 may include transforming one or morelow-level languages such as, but not limited to, machine languagesand/or assembly languages. For example, and without limitation, signaltransformation component 408 may include transforming a binary languagesignal to an assembly language signal. In an embodiment, and withoutlimitation, signal transformation component 408 may include transformingone or more high-level languages and/or formal languages such as but notlimited to alphabets, strings, and/or languages. For example, andwithout limitation, high-level languages may include one or more systemlanguages, scripting languages, domain-specific languages, visuallanguages, esoteric languages, and the like thereof. As a furthernon-limiting example, high-level languages may include one or morealgebraic formula languages, business data languages, string and listlanguages, object-oriented languages, and the like thereof.

Still referring to FIG. 4, signal transformation component 408 may beconfigured to optimize an intermediate representation 412. As used inthis disclosure an “intermediate representation” is a data structureand/or code that represents the input signal. Signal transformationcomponent 408 may optimize intermediate representation as a function ofa data-flow analysis, dependence analysis, alias analysis, pointeranalysis, escape analysis, and the like thereof. In an embodiment, andwithout limitation, signal transformation component 408 may optimizeintermediate representation 412 as a function of one or more inlineexpansions, dead code eliminations, constant propagation, looptransformations, and/or automatic parallelization functions. In anotherembodiment, signal transformation component 408 may optimizeintermediate representation as a function of a machine dependentoptimization such as a peephole optimization, wherein a peepholeoptimization may rewrite short sequences of code into more efficientsequences of code. Signal transformation component 408 may optimizeintermediate representation to generate an output language, wherein an“output language,” as used herein, is the native machine language offlight controller 124. For example, and without limitation, nativemachine language may include one or more binary and/or numericallanguages.

In an embodiment, and without limitation, signal transformationcomponent 408 may include transform one or more inputs and outputs as afunction of an error correction code. An error correction code, alsoknown as error correcting code (ECC), is an encoding of a message or lotof data using redundant information, permitting recovery of corrupteddata. An ECC may include a block code, in which information is encodedon fixed-size packets and/or blocks of data elements such as symbols ofpredetermined size, bits, or the like. Reed-Solomon coding, in whichmessage symbols within a symbol set having q symbols are encoded ascoefficients of a polynomial of degree less than or equal to a naturalnumber k, over a finite field F with q elements; strings so encoded havea minimum hamming distance of k+1, and permit correction of (q−k−1)/2erroneous symbols. Block code may alternatively or additionally beimplemented using Golay coding, also known as binary Golay coding,Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity-checkcoding, and/or Hamming codes. An ECC may alternatively or additionallybe based on a convolutional code.

In an embodiment, and still referring to FIG. 4, flight controller 124may include a reconfigurable hardware platform 416. A “reconfigurablehardware platform,” as used herein, is a component and/or unit ofhardware that may be reprogrammed, such that, for instance, a data pathbetween elements such as logic gates or other digital circuit elementsmay be modified to change an algorithm, state, logical sequence, or thelike of the component and/or unit. This may be accomplished with suchflexible high-speed computing fabrics as field-programmable gate arrays(FPGAs), which may include a grid of interconnected logic gates,connections between which may be severed and/or restored to program inmodified logic. Reconfigurable hardware platform 416 may be reconfiguredto enact any algorithm and/or algorithm selection process received fromanother computing device and/or created using machine-learningprocesses.

Still referring to FIG. 4, reconfigurable hardware platform 416 mayinclude a logic component 420. As used in this disclosure a “logiccomponent” is a component that executes instructions on output language.For example, and without limitation, logic component may perform basicarithmetic, logic, controlling, input/output operations, and the likethereof. Logic component 420 may include any suitable processor, such aswithout limitation a component incorporating logical circuitry forperforming arithmetic and logical operations, such as an arithmetic andlogic unit (ALU), which may be regulated with a state machine anddirected by operational inputs from memory and/or sensors; logiccomponent 420 may be organized according to Von Neumann and/or Harvardarchitecture as a non-limiting example. Logic component 420 may include,incorporate, and/or be incorporated in, without limitation, amicrocontroller, microprocessor, digital signal processor (DSP), FieldProgrammable Gate Array (FPGA), Complex Programmable Logic Device(CPLD), Graphical Processing Unit (GPU), general purpose GPU, TensorProcessing Unit (TPU), analog or mixed signal processor, TrustedPlatform Module (TPM), a floating point unit (FPU), and/or system on achip (SoC). In an embodiment, logic component 420 may include one ormore integrated circuit microprocessors, which may contain one or morecentral processing units, central processors, and/or main processors, ona single metal-oxide-semiconductor chip. Logic component 420 may beconfigured to execute a sequence of stored instructions to be performedon the output language and/or intermediate representation 412. Logiccomponent 420 may be configured to fetch and/or retrieve the instructionfrom a memory cache, wherein a “memory cache,” as used in thisdisclosure, is a stored instruction set on flight controller 124. Logiccomponent 420 may be configured to decode the instruction retrieved fromthe memory cache to opcodes and/or operands. Logic component 420 may beconfigured to execute the instruction on intermediate representation 412and/or output language. For example, and without limitation, logiccomponent 420 may be configured to execute an addition operation onintermediate representation 412 and/or output language.

In an embodiment, and without limitation, logic component 420 may beconfigured to calculate a flight element 424. As used in this disclosurea “flight element” is an element of datum denoting a relative status ofaircraft. For example, and without limitation, flight element 424 maydenote one or more torques, thrusts, airspeed velocities, forces,altitudes, groundspeed velocities, directions during flight, directionsfacing, forces, orientations, and the like thereof. For example, andwithout limitation, flight element 424 may denote that aircraft iscruising at an altitude and/or with a sufficient magnitude of forwardthrust. As a further non-limiting example, flight status may denote thatis building thrust and/or groundspeed velocity in preparation for atakeoff. As a further non-limiting example, flight element 424 maydenote that aircraft is following a flight path accurately and/orsufficiently.

Still referring to FIG. 4, flight controller 124 may include a chipsetcomponent 428. As used in this disclosure a “chipset component” is acomponent that manages data flow. In an embodiment, and withoutlimitation, chipset component 428 may include a northbridge data flowpath, wherein the northbridge dataflow path may manage data flow fromlogic component 420 to a high-speed device and/or component, such as aRAM, graphics controller, and the like thereof. In another embodiment,and without limitation, chipset component 428 may include a southbridgedata flow path, wherein the southbridge dataflow path may manage dataflow from logic component 420 to lower-speed peripheral buses, such as aperipheral component interconnect (PCI), industry standard architecture(ICA), and the like thereof. In an embodiment, and without limitation,southbridge data flow path may include managing data flow betweenperipheral connections such as ethernet, USB, audio devices, and thelike thereof. Additionally or alternatively, chipset component 428 maymanage data flow between logic component 420, memory cache, and a flightcomponent 108. As used in this disclosure a “flight component” is aportion of an aircraft that can be moved or adjusted to affect one ormore flight elements. For example, flight component 108 may include acomponent used to affect the aircrafts' roll and pitch which maycomprise one or more ailerons. As a further example, flight component108 may include a rudder to control yaw of an aircraft. In anembodiment, chipset component 428 may be configured to communicate witha plurality of flight components as a function of flight element 424.For example, and without limitation, chipset component 428 may transmitto an aircraft rotor to reduce torque of a first lift propulsor andincrease the forward thrust produced by a pusher component to perform aflight maneuver.

In an embodiment, and still referring to FIG. 4, flight controller 124may be configured generate an autonomous function. As used in thisdisclosure an “autonomous function” is a mode and/or function of flightcontroller 124 that controls aircraft automatically. For example, andwithout limitation, autonomous function may perform one or more aircraftmaneuvers, take offs, landings, altitude adjustments, flight levelingadjustments, turns, climbs, and/or descents. As a further non-limitingexample, autonomous function may adjust one or more airspeed velocities,thrusts, torques, and/or groundspeed velocities. As a furthernon-limiting example, autonomous function may perform one or more flightpath corrections and/or flight path modifications as a function offlight element 424. In an embodiment, autonomous function may includeone or more modes of autonomy such as, but not limited to, autonomousmode, semi-autonomous mode, and/or non-autonomous mode. As used in thisdisclosure “autonomous mode” is a mode that automatically adjusts and/orcontrols aircraft and/or the maneuvers of aircraft in its entirety. Forexample, autonomous mode may denote that flight controller 124 willadjust the aircraft. As used in this disclosure a “semi-autonomous mode”is a mode that automatically adjusts and/or controls a portion and/orsection of aircraft. For example, and without limitation,semi-autonomous mode may denote that a pilot will control thepropulsors, wherein flight controller 124 will control the aileronsand/or rudders. As used in this disclosure “non-autonomous mode” is amode that denotes a pilot will control aircraft and/or maneuvers ofaircraft in its entirety.

In an embodiment, and still referring to FIG. 4, flight controller 124may generate autonomous function as a function of an autonomousmachine-learning model. As used in this disclosure an “autonomousmachine-learning model” is a machine-learning model to produce anautonomous function output given flight element 424 and a pilot signal436 as inputs; this is in contrast to a non-machine learning softwareprogram where the commands to be executed are determined in advance by auser and written in a programming language. As used in this disclosure a“pilot signal” is an element of datum representing one or more functionsa pilot is controlling and/or adjusting. For example, pilot signal 436may denote that a pilot is controlling and/or maneuvering ailerons,wherein the pilot is not in control of the rudders and/or propulsors. Inan embodiment, pilot signal 436 may include an implicit signal and/or anexplicit signal. For example, and without limitation, pilot signal 436may include an explicit signal, wherein the pilot explicitly statesthere is a lack of control and/or desire for autonomous function. As afurther non-limiting example, pilot signal 436 may include an explicitsignal directing flight controller 124 to control and/or maintain aportion of aircraft, a portion of the flight plan, the entire aircraft,and/or the entire flight plan. As a further non-limiting example, pilotsignal 436 may include an implicit signal, wherein flight controller 124detects a lack of control such as by a malfunction, torque alteration,flight path deviation, and the like thereof. In an embodiment, andwithout limitation, pilot signal 436 may include one or more explicitsignals to reduce torque, and/or one or more implicit signals thattorque may be reduced due to reduction of airspeed velocity. In anembodiment, and without limitation, pilot signal 436 may include one ormore local and/or global signals. For example, and without limitation,pilot signal 436 may include a local signal that is transmitted by apilot and/or crew member. As a further non-limiting example, pilotsignal 436 may include a global signal that is transmitted by airtraffic control and/or one or more remote users that are incommunication with the pilot of aircraft. In an embodiment, pilot signal436 may be received as a function of a tri-state bus and/or multiplexorthat denotes an explicit pilot signal should be transmitted prior to anyimplicit or global pilot signal.

Still referring to FIG. 4, autonomous machine-learning model may includeone or more autonomous machine-learning processes such as supervised,unsupervised, or reinforcement machine-learning processes that flightcontroller 124 and/or a remote device may or may not use in thegeneration of autonomous function. As used in this disclosure “remotedevice” is an external device to flight controller 124. Additionally oralternatively, autonomous machine-learning model may include one or moreautonomous machine-learning processes that a field-programmable gatearray (FPGA) may or may not use in the generation of autonomousfunction. Autonomous machine-learning process may include, withoutlimitation machine learning processes such as simple linear regression,multiple linear regression, polynomial regression, support vectorregression, ridge regression, lasso regression, elasticnet regression,decision tree regression, random forest regression, logistic regression,logistic classification, K-nearest neighbors, support vector machines,kernel support vector machines, naïve bayes, decision treeclassification, random forest classification, K-means clustering,hierarchical clustering, dimensionality reduction, principal componentanalysis, linear discriminant analysis, kernel principal componentanalysis, Q-learning, State Action Reward State Action (SARSA), Deep-Qnetwork, Markov decision processes, Deep Deterministic Policy Gradient(DDPG), or the like thereof.

In an embodiment, and still referring to FIG. 4, autonomous machinelearning model may be trained as a function of autonomous training data,wherein autonomous training data may correlate a flight element, pilotsignal, and/or simulation data to an autonomous function. For example,and without limitation, a flight element of an airspeed velocity, apilot signal of limited and/or no control of propulsors, and asimulation data of required airspeed velocity to reach the destinationmay result in an autonomous function that includes a semi-autonomousmode to increase thrust of the propulsors. Autonomous training data maybe received as a function of user-entered valuations of flight elements,pilot signals, simulation data, and/or autonomous functions. Flightcontroller 124 may receive autonomous training data by receivingcorrelations of flight element, pilot signal, and/or simulation data toan autonomous function that were previously received and/or determinedduring a previous iteration of generation of autonomous function.Autonomous training data may be received by one or more remote devicesand/or FPGAs that at least correlate a flight element, pilot signal,and/or simulation data to an autonomous function. Autonomous trainingdata may be received in the form of one or more user-enteredcorrelations of a flight element, pilot signal, and/or simulation datato an autonomous function.

Still referring to FIG. 4, flight controller 124 may receive autonomousmachine-learning model from a remote device and/or FPGA that utilizesone or more autonomous machine learning processes, wherein a remotedevice and an FPGA is described above in detail. For example, andwithout limitation, a remote device may include a computing device,external device, processor, FPGA, microprocessor and the like thereof.Remote device and/or FPGA may perform the autonomous machine-learningprocess using autonomous training data to generate autonomous functionand transmit the output to flight controller 124. Remote device and/orFPGA may transmit a signal, bit, datum, or parameter to flightcontroller 124 that at least relates to autonomous function.Additionally or alternatively, the remote device and/or FPGA may providean updated machine-learning model. For example, and without limitation,an updated machine-learning model may be comprised of a firmware update,a software update, an autonomous machine-learning process correction,and the like thereof. As a non-limiting example a software update mayincorporate a new simulation data that relates to a modified flightelement. Additionally or alternatively, the updated machine learningmodel may be transmitted to the remote device and/or FPGA, wherein theremote device and/or FPGA may replace the autonomous machine-learningmodel with the updated machine-learning model and generate theautonomous function as a function of the flight element, pilot signal,and/or simulation data using the updated machine-learning model. Theupdated machine-learning model may be transmitted by the remote deviceand/or FPGA and received by flight controller 124 as a software update,firmware update, or corrected autonomous machine-learning model. Forexample, and without limitation autonomous machine learning model mayutilize a neural net machine-learning process, wherein the updatedmachine-learning model may incorporate a gradient boostingmachine-learning process.

Still referring to FIG. 4, flight controller 124 may include, beincluded in, and/or communicate with a mobile device such as a mobiletelephone or smartphone. Further, flight controller may communicate withone or more additional devices as described below in further detail viaa network interface device. The network interface device may be utilizedfor commutatively connecting a flight controller to one or more of avariety of networks, and one or more devices. Examples of a networkinterface device include, but are not limited to, a network interfacecard (e.g., a mobile network interface card, a LAN card), a modem, andany combination thereof. Examples of a network include, but are notlimited to, a wide area network (e.g., the Internet, an enterprisenetwork), a local area network (e.g., a network associated with anoffice, a building, a campus or other relatively small geographicspace), a telephone network, a data network associated with atelephone/voice provider (e.g., a mobile communications provider dataand/or voice network), a direct connection between two computingdevices, and any combinations thereof. The network may include anynetwork topology and can may employ a wired and/or a wireless mode ofcommunication.

In an embodiment, and still referring to FIG. 4, flight controller 124may include, but is not limited to, for example, a cluster of flightcontrollers in a first location and a second flight controller orcluster of flight controllers in a second location. Flight controller124 may include one or more flight controllers dedicated to datastorage, security, distribution of traffic for load balancing, and thelike. Flight controller 124 may be configured to distribute one or morecomputing tasks as described below across a plurality of flightcontrollers, which may operate in parallel, in series, redundantly, orin any other manner used for distribution of tasks or memory betweencomputing devices. For example, and without limitation, flightcontroller 124 may implement a control algorithm to distribute and/orcommand the plurality of flight controllers. As used in this disclosurea “control algorithm” is a finite sequence of well-defined computerimplementable instructions that may determine the flight component ofthe plurality of flight components to be adjusted. For example, andwithout limitation, control algorithm may include one or more algorithmsthat reduce and/or prevent aviation asymmetry. As a further non-limitingexample, control algorithms may include one or more models generated asa function of a software including, but not limited to Simulink byMathWorks, Natick, Mass., USA. In an embodiment, and without limitation,control algorithm may be configured to generate an auto-code, wherein an“auto-code,” is used herein, is a code and/or algorithm that isgenerated as a function of the one or more models and/or software's. Inanother embodiment, control algorithm may be configured to produce asegmented control algorithm. As used in this disclosure a “segmentedcontrol algorithm” is control algorithm that has been separated and/orparsed into discrete sections. For example, and without limitation,segmented control algorithm may parse control algorithm into two or moresegments, wherein each segment of control algorithm may be performed byone or more flight controllers operating on distinct flight components.

In an embodiment, and still referring to FIG. 4, control algorithm maybe configured to determine a segmentation boundary as a function ofsegmented control algorithm. As used in this disclosure a “segmentationboundary” is a limit and/or delineation associated with the segments ofthe segmented control algorithm. For example, and without limitation,segmentation boundary may denote that a segment in the control algorithmhas a first starting section and/or a first ending section. As a furthernon-limiting example, segmentation boundary may include one or moreboundaries associated with an ability of flight component 108. In anembodiment, control algorithm may be configured to create an optimizedsignal communication as a function of segmentation boundary. Forexample, and without limitation, optimized signal communication mayinclude identifying the discrete timing required to transmit and/orreceive the one or more segmentation boundaries. In an embodiment, andwithout limitation, creating optimized signal communication furthercomprises separating a plurality of signal codes across the plurality offlight controllers. For example, and without limitation the plurality offlight controllers may include one or more formal networks, whereinformal networks transmit data along an authority chain and/or arelimited to task-related communications. As a further non-limitingexample, communication network may include informal networks, whereininformal networks transmit data in any direction. In an embodiment, andwithout limitation, the plurality of flight controllers may include achain path, wherein a “chain path,” as used herein, is a linearcommunication path comprising a hierarchy that data may flow through. Inan embodiment, and without limitation, the plurality of flightcontrollers may include an all-channel path, wherein an “all-channelpath,” as used herein, is a communication path that is not restricted toa particular direction. For example, and without limitation, data may betransmitted upward, downward, laterally, and the like thereof. In anembodiment, and without limitation, the plurality of flight controllersmay include one or more neural networks that assign a weighted value toa transmitted datum. For example, and without limitation, a weightedvalue may be assigned as a function of one or more signals denoting thata flight component is malfunctioning and/or in a failure state.

Still referring to FIG. 4, the plurality of flight controllers mayinclude a master bus controller. As used in this disclosure a “masterbus controller” is one or more devices and/or components that areconnected to a bus to initiate a direct memory access transaction,wherein a bus is one or more terminals in a bus architecture. Master buscontroller may communicate using synchronous and/or asynchronous buscontrol protocols. In an embodiment, master bus controller may includeflight controller 124. In another embodiment, master bus controller mayinclude one or more universal asynchronous receiver-transmitters (UART).For example, and without limitation, master bus controller may includeone or more bus architectures that allow a bus to initiate a directmemory access transaction from one or more buses in the busarchitectures. As a further non-limiting example, master bus controllermay include one or more peripheral devices and/or components tocommunicate with another peripheral device and/or component and/or themaster bus controller. In an embodiment, master bus controller may beconfigured to perform bus arbitration. As used in this disclosure “busarbitration” is method and/or scheme to prevent multiple buses fromattempting to communicate with and/or connect to master bus controller.For example and without limitation, bus arbitration may include one ormore schemes such as a small computer interface system, wherein a smallcomputer interface system is a set of standards for physical connectingand transferring data between peripheral devices and master buscontroller by defining commands, protocols, electrical, optical, and/orlogical interfaces. In an embodiment, master bus controller may receiveintermediate representation 412 and/or output language from logiccomponent 420, wherein output language may include one or moreanalog-to-digital conversions, low bit rate transmissions, messageencryptions, digital signals, binary signals, logic signals, analogsignals, and the like thereof described above in detail.

Still referring to FIG. 4, master bus controller may communicate with aslave bus. As used in this disclosure a “slave bus” is one or moreperipheral devices and/or components that initiate a bus transfer. Forexample, and without limitation, slave bus may receive one or morecontrols and/or asymmetric communications from master bus controller,wherein slave bus transfers data stored to master bus controller. In anembodiment, and without limitation, slave bus may include one or moreinternal buses, such as but not limited to a/an internal data bus,memory bus, system bus, front-side bus, and the like thereof. In anotherembodiment, and without limitation, slave bus may include one or moreexternal buses such as external flight controllers, external computers,remote devices, printers, aircraft computer systems, flight controlsystems, and the like thereof.

In an embodiment, and still referring to FIG. 4, control algorithm mayoptimize signal communication as a function of determining one or morediscrete timings. For example, and without limitation master buscontroller may synchronize timing of the segmented control algorithm byinjecting high priority timing signals on a bus of the master buscontrol. As used in this disclosure a “high priority timing signal” isinformation denoting that the information is important. For example, andwithout limitation, high priority timing signal may denote that asection of control algorithm is of high priority and should be analyzedand/or transmitted prior to any other sections being analyzed and/ortransmitted. In an embodiment, high priority timing signal may includeone or more priority packets. As used in this disclosure a “prioritypacket” is a formatted unit of data that is communicated between theplurality of flight controllers. For example, and without limitation,priority packet may denote that a section of control algorithm should beused and/or is of greater priority than other sections.

Still referring to FIG. 4, flight controller 124 may also be implementedusing a “shared nothing” architecture in which data is cached at theworker, in an embodiment, this may enable scalability of aircraft and/orcomputing device. Flight controller 124 may include a distributer flightcontroller. As used in this disclosure a “distributer flight controller”is a component that adjusts and/or controls a plurality of flightcomponents as a function of a plurality of flight controllers. Forexample, distributer flight controller may include a flight controllerthat communicates with a plurality of additional flight controllersand/or clusters of flight controllers. In an embodiment, distributedflight control may include one or more neural networks. For example,neural network also known as an artificial neural network, is a networkof “nodes,” or data structures having one or more inputs, one or moreoutputs, and a function determining outputs based on inputs. Such nodesmay be organized in a network, such as without limitation aconvolutional neural network, including an input layer of nodes, one ormore intermediate layers, and an output layer of nodes. Connectionsbetween nodes may be created via the process of “training” the network,in which elements from a training dataset are applied to the inputnodes, a suitable training algorithm (such as Levenberg-Marquardt,conjugate gradient, simulated annealing, or other algorithms) is thenused to adjust the connections and weights between nodes in adjacentlayers of the neural network to produce the desired values at the outputnodes. This process is sometimes referred to as deep learning.

Still referring to FIG. 4, a node may include, without limitation aplurality of inputs x_(i) that may receive numerical values from inputsto a neural network containing the node and/or from other nodes. Nodemay perform a weighted sum of inputs using weights w_(i) that aremultiplied by respective inputs x_(i). Additionally or alternatively, abias b may be added to the weighted sum of the inputs such that anoffset is added to each unit in the neural network layer that isindependent of the input to the layer. The weighted sum may then beinput into a function φ, which may generate one or more outputs y.Weight w_(i) applied to an input x_(i) may indicate whether the input is“excitatory,” indicating that it has strong influence on the one or moreoutputs y, for instance by the corresponding weight having a largenumerical value, and/or a “inhibitory,” indicating it has a weak effectinfluence on the one more inputs y, for instance by the correspondingweight having a small numerical value. The values of weights w_(i) maybe determined by training a neural network using training data, whichmay be performed using any suitable process as described above. In anembodiment, and without limitation, a neural network may receivesemantic units as inputs and output vectors representing such semanticunits according to weights w_(i) that are derived using machine-learningprocesses as described in this disclosure.

Still referring to FIG. 4, flight controller may include asub-controller 440. As used in this disclosure a “sub-controller” is acontroller and/or component that is part of a distributed controller asdescribed above; for instance, flight controller 124 may be and/orinclude a distributed flight controller made up of one or moresub-controllers. For example, and without limitation, sub-controller 440may include any controllers and/or components thereof that are similarto distributed flight controller and/or flight controller as describedabove. Sub-controller 440 may include any component of any flightcontroller as described above. Sub-controller 440 may be implemented inany manner suitable for implementation of a flight controller asdescribed above. As a further non-limiting example, sub-controller 440may include one or more processors, logic components and/or computingdevices capable of receiving, processing, and/or transmitting dataacross the distributed flight controller as described above. As afurther non-limiting example, sub-controller 440 may include acontroller that receives a signal from a first flight controller and/orfirst distributed flight controller component and transmits the signalto a plurality of additional sub-controllers and/or flight components.

Still referring to FIG. 4, flight controller may include a co-controller444. As used in this disclosure a “co-controller” is a controller and/orcomponent that joins flight controller 124 as components and/or nodes ofa distributer flight controller as described above. For example, andwithout limitation, co-controller 444 may include one or morecontrollers and/or components that are similar to flight controller 124.As a further non-limiting example, co-controller 444 may include anycontroller and/or component that joins flight controller 124 todistributer flight controller. As a further non-limiting example,co-controller 444 may include one or more processors, logic componentsand/or computing devices capable of receiving, processing, and/ortransmitting data to and/or from flight controller 124 to distributedflight control system. Co-controller 444 may include any component ofany flight controller as described above. Co-controller 444 may beimplemented in any manner suitable for implementation of a flightcontroller as described above.

In an embodiment, and with continued reference to FIG. 4, flightcontroller 124 may be designed and/or configured to perform any method,method step, or sequence of method steps in any embodiment described inthis disclosure, in any order and with any degree of repetition. Forinstance, flight controller 124 may be configured to perform a singlestep or sequence repeatedly until a desired or commanded outcome isachieved; repetition of a step or a sequence of steps may be performediteratively and/or recursively using outputs of previous repetitions asinputs to subsequent repetitions, aggregating inputs and/or outputs ofrepetitions to produce an aggregate result, reduction or decrement ofone or more variables such as global variables, and/or division of alarger processing task into a set of iteratively addressed smallerprocessing tasks. Flight controller may perform any step or sequence ofsteps as described in this disclosure in parallel, such assimultaneously and/or substantially simultaneously performing a step twoor more times using two or more parallel threads, processor cores, orthe like; division of tasks between parallel threads and/or processesmay be performed according to any protocol suitable for division oftasks between iterations. Persons skilled in the art, upon reviewing theentirety of this disclosure, will be aware of various ways in whichsteps, sequences of steps, processing tasks, and/or data may besubdivided, shared, or otherwise dealt with using iteration, recursion,and/or parallel processing.

Referring now to FIG. 5, an exemplary embodiment of a machine-learningmodule 500 that may perform one or more machine-learning processes asdescribed in this disclosure is illustrated. Machine-learning module mayperform determinations, classification, and/or analysis steps, methods,processes, or the like as described in this disclosure using machinelearning processes. A “machine learning process,” as used in thisdisclosure, is a process that automatedly uses training data 504 togenerate an algorithm that will be performed by a computingdevice/module to produce outputs 508 given data provided as inputs 512;this is in contrast to a non-machine learning software program where thecommands to be executed are determined in advance by a user and writtenin a programming language.

Still referring to FIG. 5, “training data,” as used herein, is datacontaining correlations that a machine-learning process may use to modelrelationships between two or more categories of data elements. Forinstance, and without limitation, training data 504 may include aplurality of data entries, each entry representing a set of dataelements that were recorded, received, and/or generated together; dataelements may be correlated by shared existence in a given data entry, byproximity in a given data entry, or the like. Multiple data entries intraining data 504 may evince one or more trends in correlations betweencategories of data elements; for instance, and without limitation, ahigher value of a first data element belonging to a first category ofdata element may tend to correlate to a higher value of a second dataelement belonging to a second category of data element, indicating apossible proportional or other mathematical relationship linking valuesbelonging to the two categories. Multiple categories of data elementsmay be related in training data 504 according to various correlations;correlations may indicate causative and/or predictive links betweencategories of data elements, which may be modeled as relationships suchas mathematical relationships by machine-learning processes as describedin further detail below. Training data 504 may be formatted and/ororganized by categories of data elements, for instance by associatingdata elements with one or more descriptors corresponding to categoriesof data elements. As a non-limiting example, training data 504 mayinclude data entered in standardized forms by persons or processes, suchthat entry of a given data element in a given field in a form may bemapped to one or more descriptors of categories. Elements in trainingdata 504 may be linked to descriptors of categories by tags, tokens, orother data elements; for instance, and without limitation, training data504 may be provided in fixed-length formats, formats linking positionsof data to categories such as comma-separated value (CSV) formats and/orself-describing formats such as extensible markup language (XML),JavaScript Object Notation (JSON), or the like, enabling processes ordevices to detect categories of data.

Alternatively or additionally, and continuing to refer to FIG. 5,training data 504 may include one or more elements that are notcategorized; that is, training data 504 may not be formatted or containdescriptors for some elements of data. Machine-learning algorithmsand/or other processes may sort training data 504 according to one ormore categorizations using, for instance, natural language processingalgorithms, tokenization, detection of correlated values in raw data andthe like; categories may be generated using correlation and/or otherprocessing algorithms. As a non-limiting example, in a corpus of text,phrases making up a number “n” of compound words, such as nouns modifiedby other nouns, may be identified according to a statisticallysignificant prevalence of n-grams containing such words in a particularorder; such an n-gram may be categorized as an element of language suchas a “word” to be tracked similarly to single words, generating a newcategory as a result of statistical analysis. Similarly, in a data entryincluding some textual data, a person's name may be identified byreference to a list, dictionary, or other compendium of terms,permitting ad-hoc categorization by machine-learning algorithms, and/orautomated association of data in the data entry with descriptors or intoa given format. The ability to categorize data entries automatedly mayenable the same training data 504 to be made applicable for two or moredistinct machine-learning algorithms as described in further detailbelow. Training data 504 used by machine-learning module 500 maycorrelate any input data as described in this disclosure to any outputdata as described in this disclosure. As a non-limiting illustrativeexample flight elements and/or pilot signals may be inputs, wherein anoutput may be an autonomous function.

Further referring to FIG. 5, training data may be filtered, sorted,and/or selected using one or more supervised and/or unsupervisedmachine-learning processes and/or models as described in further detailbelow; such models may include without limitation a training dataclassifier 516. Training data classifier 516 may include a “classifier,”which as used in this disclosure is a machine-learning model as definedbelow, such as a mathematical model, neural net, or program generated bya machine learning algorithm known as a “classification algorithm,” asdescribed in further detail below, that sorts inputs into categories orbins of data, outputting the categories or bins of data and/or labelsassociated therewith. A classifier may be configured to output at leasta datum that labels or otherwise identifies a set of data that areclustered together, found to be close under a distance metric asdescribed below, or the like. Machine-learning module 500 may generate aclassifier using a classification algorithm, defined as a processeswhereby a computing device and/or any module and/or component operatingthereon derives a classifier from training data 504. Classification maybe performed using, without limitation, linear classifiers such aswithout limitation logistic regression and/or naive Bayes classifiers,nearest neighbor classifiers such as k-nearest neighbors classifiers,support vector machines, least squares support vector machines, fisher'slinear discriminant, quadratic classifiers, decision trees, boostedtrees, random forest classifiers, learning vector quantization, and/orneural network-based classifiers. As a non-limiting example, trainingdata classifier 516 may classify elements of training data tosub-categories of flight elements such as torques, forces, thrusts,directions, and the like thereof.

Still referring to FIG. 5, machine-learning module 500 may be configuredto perform a lazy-learning process 520 and/or protocol, which mayalternatively be referred to as a “lazy loading” or “call-when-needed”process and/or protocol, may be a process whereby machine learning isconducted upon receipt of an input to be converted to an output, bycombining the input and training set to derive the algorithm to be usedto produce the output on demand. For instance, an initial set ofsimulations may be performed to cover an initial heuristic and/or “firstguess” at an output and/or relationship. As a non-limiting example, aninitial heuristic may include a ranking of associations between inputsand elements of training data 504. Heuristic may include selecting somenumber of highest-ranking associations and/or training data 504elements. Lazy learning may implement any suitable lazy learningalgorithm, including without limitation a K-nearest neighbors algorithm,a lazy naïve Bayes algorithm, or the like; persons skilled in the art,upon reviewing the entirety of this disclosure, will be aware of variouslazy-learning algorithms that may be applied to generate outputs asdescribed in this disclosure, including without limitation lazy learningapplications of machine-learning algorithms as described in furtherdetail below.

Alternatively or additionally, and with continued reference to FIG. 5,machine-learning processes as described in this disclosure may be usedto generate machine-learning models 524. A “machine-learning model,” asused in this disclosure, is a mathematical and/or algorithmicrepresentation of a relationship between inputs and outputs, asgenerated using any machine-learning process including withoutlimitation any process as described above, and stored in memory; aninput is submitted to a machine-learning model 524 once created, whichgenerates an output based on the relationship that was derived. Forinstance, and without limitation, a linear regression model, generatedusing a linear regression algorithm, may compute a linear combination ofinput data using coefficients derived during machine-learning processesto calculate an output datum. As a further non-limiting example, amachine-learning model 524 may be generated by creating an artificialneural network, such as a convolutional neural network comprising aninput layer of nodes, one or more intermediate layers, and an outputlayer of nodes. Connections between nodes may be created via the processof “training” the network, in which elements from a training data 504set are applied to the input nodes, a suitable training algorithm (suchas Levenberg-Marquardt, conjugate gradient, simulated annealing, orother algorithms) is then used to adjust the connections and weightsbetween nodes in adjacent layers of the neural network to produce thedesired values at the output nodes. This process is sometimes referredto as deep learning.

Still referring to FIG. 5, machine-learning algorithms may include atleast a supervised machine-learning process 528. At least a supervisedmachine-learning process 528, as defined herein, include algorithms thatreceive a training set relating a number of inputs to a number ofoutputs, and seek to find one or more mathematical relations relatinginputs to outputs, where each of the one or more mathematical relationsis optimal according to some criterion specified to the algorithm usingsome scoring function. For instance, a supervised learning algorithm mayinclude flight elements and/or pilot signals as described above asinputs, autonomous functions as outputs, and a scoring functionrepresenting a desired form of relationship to be detected betweeninputs and outputs; scoring function may, for instance, seek to maximizethe probability that a given input and/or combination of elements inputsis associated with a given output to minimize the probability that agiven input is not associated with a given output. Scoring function maybe expressed as a risk function representing an “expected loss” of analgorithm relating inputs to outputs, where loss is computed as an errorfunction representing a degree to which a prediction generated by therelation is incorrect when compared to a given input-output pairprovided in training data 504. Persons skilled in the art, uponreviewing the entirety of this disclosure, will be aware of variouspossible variations of at least a supervised machine-learning process528 that may be used to determine relation between inputs and outputs.Supervised machine-learning processes may include classificationalgorithms as defined above.

Further referring to FIG. 5, machine learning processes may include atleast an unsupervised machine-learning processes 532. An unsupervisedmachine-learning process, as used herein, is a process that derivesinferences in datasets without regard to labels; as a result, anunsupervised machine-learning process may be free to discover anystructure, relationship, and/or correlation provided in the data.Unsupervised processes may not require a response variable; unsupervisedprocesses may be used to find interesting patterns and/or inferencesbetween variables, to determine a degree of correlation between two ormore variables, or the like.

Still referring to FIG. 5, machine-learning module 500 may be designedand configured to create a machine-learning model 524 using techniquesfor development of linear regression models. Linear regression modelsmay include ordinary least squares regression, which aims to minimizethe square of the difference between predicted outcomes and actualoutcomes according to an appropriate norm for measuring such adifference (e.g. a vector-space distance norm); coefficients of theresulting linear equation may be modified to improve minimization.Linear regression models may include ridge regression methods, where thefunction to be minimized includes the least-squares function plus termmultiplying the square of each coefficient by a scalar amount topenalize large coefficients. Linear regression models may include leastabsolute shrinkage and selection operator (LASSO) models, in which ridgeregression is combined with multiplying the least-squares term by afactor of 1 divided by double the number of samples. Linear regressionmodels may include a multi-task lasso model wherein the norm applied inthe least-squares term of the lasso model is the Frobenius normamounting to the square root of the sum of squares of all terms. Linearregression models may include the elastic net model, a multi-taskelastic net model, a least angle regression model, a LARS lasso model,an orthogonal matching pursuit model, a Bayesian regression model, alogistic regression model, a stochastic gradient descent model, aperceptron model, a passive aggressive algorithm, a robustnessregression model, a Huber regression model, or any other suitable modelthat may occur to persons skilled in the art upon reviewing the entiretyof this disclosure. Linear regression models may be generalized in anembodiment to polynomial regression models, whereby a polynomialequation (e.g. a quadratic, cubic or higher-order equation) providing abest predicted output/actual output fit is sought; similar methods tothose described above may be applied to minimize error functions, aswill be apparent to persons skilled in the art upon reviewing theentirety of this disclosure.

Continuing to refer to FIG. 5, machine-learning algorithms may include,without limitation, linear discriminant analysis. Machine-learningalgorithm may include quadratic discriminate analysis. Machine-learningalgorithms may include kernel ridge regression. Machine-learningalgorithms may include support vector machines, including withoutlimitation support vector classification-based regression processes.Machine-learning algorithms may include stochastic gradient descentalgorithms, including classification and regression algorithms based onstochastic gradient descent. Machine-learning algorithms may includenearest neighbors algorithms. Machine-learning algorithms may includeGaussian processes such as Gaussian Process Regression. Machine-learningalgorithms may include cross-decomposition algorithms, including partialleast squares and/or canonical correlation analysis. Machine-learningalgorithms may include naïve Bayes methods. Machine-learning algorithmsmay include algorithms based on decision trees, such as decision treeclassification or regression algorithms. Machine-learning algorithms mayinclude ensemble methods such as bagging meta-estimator, forest ofrandomized tress, AdaBoost, gradient tree boosting, and/or votingclassifier methods. Machine-learning algorithms may include neural netalgorithms, including convolutional neural net processes.

Now referring to FIG. 6, an exemplary embodiment of a method 600 forflight control of an eVTOL aircraft. The eVTOL aircraft may include,without limitation, any of the aircraft as disclosed herein anddescribed above with reference to at least FIG. 1.

Still referring to FIG. 6, at step 604 an input datum is transmitted bya pilot control mechanically coupled to the eVTOL aircraft. The inputdatum may be any one of the input datums as disclosed herein anddescribed above with reference to at least FIG. 2. The pilot control maybe any one of the pilot controls as disclosed herein and described abovewith reference to at least FIG. 1 and FIG. 2.

Still referring to FIG. 6, at step 608 a pusher component mechanicallycoupled to the eVTOL aircraft is provided. The pusher component may beany one of the pusher components as disclosed herein and described abovewith reference to at least FIG. 1 and FIG. 2.

Still referring to FIG. 6, at step 612 a lift component mechanicallycoupled to the eVTOL aircraft is provided. The lift component may be anyone of the lift components as disclosed herein and described above withreference to at least FIG. 1 and FIG. 2.

Still referring to FIG. 6, at step 616 a flight controller iscommunicatively connected to the pilot control. The pilot control may beany one of the pilot controls as disclosed herein and described abovewith reference to at least FIG. 1 and FIG. 2. The flight controller maybe any one of the flight controllers as disclosed herein and describedabove with reference to at least FIG. 1, FIG. 2 and FIG. 4.

Still referring to FIG. 6, at step 620 the input datum from the pilotcontrol is received by the flight controller. The pilot control may beany one of the pilot controls as disclosed herein and described abovewith reference to at least FIG. 1 and FIG. 2. The flight controller maybe any one of the flight controllers as disclosed herein and describedabove with reference to at least FIG. 1, FIG. 2 and FIG. 4.

Still referring to FIG. 6, at step 624 operation of the pusher componentis initiated by the flight controller. The pusher component may be anyone of the pusher components as disclosed herein and described abovewith reference to at least FIG. 1 and FIG. 2. The flight controller maybe any one of the flight controllers as disclosed herein and describedabove with reference to at least FIG. 1, FIG. 2 and FIG. 4.

Still referring to FIG. 6, at step 628 operation of the lift componentis terminated by the flight controller. The lift component may be anyone of the lift components as disclosed herein and described above withreference to at least FIG. 1 and FIG. 2. The flight controller may beany one of the flight controllers as disclosed herein and describedabove with reference to at least FIG. 1, FIG. 2 and FIG. 4.

It is to be noted that any one or more of the aspects and embodimentsdescribed herein may be conveniently implemented using one or moremachines (e.g., one or more computing devices that are utilized as auser computing device for an electronic document, one or more serverdevices, such as a document server, etc.) programmed according to theteachings of the present specification, as will be apparent to those ofordinary skill in the computer art. Appropriate software coding canreadily be prepared by skilled programmers based on the teachings of thepresent disclosure, as will be apparent to those of ordinary skill inthe software art. Aspects and implementations discussed above employingsoftware and/or software modules may also include appropriate hardwarefor assisting in the implementation of the machine executableinstructions of the software and/or software module.

Such software may be a computer program product that employs amachine-readable storage medium. A machine-readable storage medium maybe any medium that is capable of storing and/or encoding a sequence ofinstructions for execution by a machine (e.g., a computing device) andthat causes the machine to perform any one of the methodologies and/orembodiments described herein. Examples of a machine-readable storagemedium include, but are not limited to, a magnetic disk, an optical disc(e.g., CD, CD-R, DVD, DVD-R, etc.), a magneto-optical disk, a read-onlymemory “ROM” device, a random access memory “RAM” device, a magneticcard, an optical card, a solid-state memory device, an EPROM, an EEPROM,and any combinations thereof. A machine-readable medium, as used herein,is intended to include a single medium as well as a collection ofphysically separate media, such as, for example, a collection of compactdiscs or one or more hard disk drives in combination with a computermemory. As used herein, a machine-readable storage medium does notinclude transitory forms of signal transmission.

Such software may also include information (e.g., data) carried as adata signal on a data carrier, such as a carrier wave. For example,machine-executable information may be included as a data-carrying signalembodied in a data carrier in which the signal encodes a sequence ofinstruction, or portion thereof, for execution by a machine (e.g., acomputing device) and any related information (e.g., data structures anddata) that causes the machine to perform any one of the methodologiesand/or embodiments described herein.

Examples of a computing device include, but are not limited to, anelectronic book reading device, a computer workstation, a terminalcomputer, a server computer, a handheld device (e.g., a tablet computer,a smartphone, etc.), a web appliance, a network router, a networkswitch, a network bridge, any machine capable of executing a sequence ofinstructions that specify an action to be taken by that machine, and anycombinations thereof. In one example, a computing device may includeand/or be included in a kiosk.

FIG. 7 shows a diagrammatic representation of one embodiment of acomputing device in the exemplary form of a computer system 700 withinwhich a set of instructions for causing a control system to perform anyone or more of the aspects and/or methodologies of the presentdisclosure may be executed. It is also contemplated that multiplecomputing devices may be utilized to implement a specially configuredset of instructions for causing one or more of the devices to performany one or more of the aspects and/or methodologies of the presentdisclosure. Computer system 700 includes a processor 704 and a memory708 that communicate with each other, and with other components, via abus 712. Bus 712 may include any of several types of bus structuresincluding, but not limited to, a memory bus, a memory controller, aperipheral bus, a local bus, and any combinations thereof, using any ofa variety of bus architectures.

Processor 704 may include any suitable processor, such as withoutlimitation a processor incorporating logical circuitry for performingarithmetic and logical operations, such as an arithmetic and logic unit(ALU), which may be regulated with a state machine and directed byoperational inputs from memory and/or sensors; processor 704 may beorganized according to Von Neumann and/or Harvard architecture as anon-limiting example. Processor 704 may include, incorporate, and/or beincorporated in, without limitation, a microcontroller, microprocessor,digital signal processor (DSP), Field Programmable Gate Array (FPGA),Complex Programmable Logic Device (CPLD), Graphical Processing Unit(GPU), general purpose GPU, Tensor Processing Unit (TPU), analog ormixed signal processor, Trusted Platform Module (TPM), a floating pointunit (FPU), and/or system on a chip (SoC).

Memory 708 may include various components (e.g., machine-readable media)including, but not limited to, a random-access memory component, a readonly component, and any combinations thereof. In one example, a basicinput/output system 716 (BIOS), including basic routines that help totransfer information between elements within computer system 700, suchas during start-up, may be stored in memory 708. Memory 708 may alsoinclude (e.g., stored on one or more machine-readable media)instructions (e.g., software) 720 embodying any one or more of theaspects and/or methodologies of the present disclosure. In anotherexample, memory 708 may further include any number of program modulesincluding, but not limited to, an operating system, one or moreapplication programs, other program modules, program data, and anycombinations thereof.

Computer system 700 may also include a storage device 724. Examples of astorage device (e.g., storage device 724) include, but are not limitedto, a hard disk drive, a magnetic disk drive, an optical disc drive incombination with an optical medium, a solid-state memory device, and anycombinations thereof. Storage device 724 may be connected to bus 712 byan appropriate interface (not shown). Example interfaces include, butare not limited to, SCSI, advanced technology attachment (ATA), serialATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and anycombinations thereof. In one example, storage device 724 (or one or morecomponents thereof) may be removably interfaced with computer system 700(e.g., via an external port connector (not shown)). Particularly,storage device 724 and an associated machine-readable medium 728 mayprovide nonvolatile and/or volatile storage of machine-readableinstructions, data structures, program modules, and/or other data forcomputer system 700. In one example, software 720 may reside, completelyor partially, within machine-readable medium 728. In another example,software 720 may reside, completely or partially, within processor 704.

Computer system 700 may also include an input device 732. In oneexample, a user of computer system 700 may enter commands and/or otherinformation into computer system 700 via input device 732. Examples ofan input device 732 include, but are not limited to, an alpha-numericinput device (e.g., a keyboard), a pointing device, a joystick, agamepad, an audio input device (e.g., a microphone, a voice responsesystem, etc.), a cursor control device (e.g., a mouse), a touchpad, anoptical scanner, a video capture device (e.g., a still camera, a videocamera), a touchscreen, and any combinations thereof. Input device 732may be interfaced to bus 712 via any of a variety of interfaces (notshown) including, but not limited to, a serial interface, a parallelinterface, a game port, a USB interface, a FIREWIRE interface, a directinterface to bus 712, and any combinations thereof. Input device 732 mayinclude a touch screen interface that may be a part of or separate fromdisplay 736, discussed further below. Input device 732 may be utilizedas a user selection device for selecting one or more graphicalrepresentations in a graphical interface as described above.

A user may also input commands and/or other information to computersystem 700 via storage device 724 (e.g., a removable disk drive, a flashdrive, etc.) and/or network interface device 740. A network interfacedevice, such as network interface device 740, may be utilized forconnecting computer system 700 to one or more of a variety of networks,such as network 744, and one or more remote devices 748 connectedthereto. Examples of a network interface device include, but are notlimited to, a network interface card (e.g., a mobile network interfacecard, a LAN card), a modem, and any combination thereof. Examples of anetwork include, but are not limited to, a wide area network (e.g., theInternet, an enterprise network), a local area network (e.g., a networkassociated with an office, a building, a campus or other relativelysmall geographic space), a telephone network, a data network associatedwith a telephone/voice provider (e.g., a mobile communications providerdata and/or voice network), a direct connection between two computingdevices, and any combinations thereof. A network, such as network 744,may employ a wired and/or a wireless mode of communication. In general,any network topology may be used. Information (e.g., data, software 720,etc.) may be communicated to and/or from computer system 700 via networkinterface device 740.

Computer system 700 may further include a video display adapter 752 forcommunicating a displayable image to a display device, such as displaydevice 736. Examples of a display device include, but are not limitedto, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasmadisplay, a light emitting diode (LED) display, and any combinationsthereof. Display adapter 752 and display device 736 may be utilized incombination with processor 704 to provide graphical representations ofaspects of the present disclosure. In addition to a display device,computer system 700 may include one or more other peripheral outputdevices including, but not limited to, an audio speaker, a printer, andany combinations thereof. Such peripheral output devices may beconnected to bus 712 via a peripheral interface 756. Examples of aperipheral interface include, but are not limited to, a serial port, aUSB connection, a FIREWIRE connection, a parallel connection, and anycombinations thereof.

The foregoing has been a detailed description of illustrativeembodiments of the invention. Various modifications and additions can bemade without departing from the spirit and scope of this invention.Features of each of the various embodiments described above may becombined with features of other described embodiments as appropriate inorder to provide a multiplicity of feature combinations in associatednew embodiments. Furthermore, while the foregoing describes a number ofseparate embodiments, what has been described herein is merelyillustrative of the application of the principles of the presentinvention. Additionally, although particular methods herein may beillustrated and/or described as being performed in a specific order, theordering is highly variable within ordinary skill to achieve systems andmethods according to the present disclosure. Accordingly, thisdescription is meant to be taken only by way of example, and not tootherwise limit the scope of this invention.

Exemplary embodiments have been disclosed above and illustrated in theaccompanying drawings. It will be understood by those skilled in the artthat various changes, omissions and additions may be made to that whichis specifically disclosed herein without departing from the spirit andscope of the present invention.

What is claimed is:
 1. A system for flight control of an electricvertical takeoff and landing (eVTOL) aircraft, the system comprising: apilot control mechanically coupled to an eVTOL aircraft, wherein thepilot control is configured to transmit a pilot instruction from a pilotof the eVTOL aircraft, and wherein the pilot instruction comprises aninstruction to transition from a vertical flight of the eVTOL aircraftto a horizontal flight of the eVTOL aircraft; a pusher componentmechanically coupled to the eVTOL aircraft; a lift componentmechanically coupled to the eVTOL aircraft; and a flight controllercommunicatively connected to the pilot control, wherein the flightcontroller is configured to: estimate a stall speed for the eVTOLaircraft; provide the stall speed to the pilot; receive the pilotinstruction from the pilot control; initiate operation of the pushercomponent as a function of the pilot instruction; transmit a warning tothe pilot as a function of the pilot instruction and the stall speed;override the pilot instruction as a function of the pilot instructionand the stall speed; and maintain operation of the lift component. 2.The system of claim 1, wherein the pilot control comprises at least oneof a control switch and a control lever.
 3. The system of claim 1,wherein the pusher component comprises at least a propulsor.
 4. Thesystem of claim 1, wherein the pusher component is configured togenerate a forward thrust for the eVTOL aircraft.
 5. The system of claim1, wherein the lift component comprises at least a propulsor.
 6. Thesystem of claim 1, wherein the lift component is configured to generatea upward thrust for the eVTOL aircraft.
 7. The system of claim 1,wherein the flight controller comprises a computing device.
 8. Thesystem of claim 1, wherein the flight controller comprises aproportional-integral-derivative (PID) controller.
 9. The system ofclaim 1, wherein the flight controller is further configured to:increase a rotational speed of the pusher component; and decrease arotational speed of the lift component.
 10. A method for flight controlof an electric vertical takeoff and landing (eVTOL) aircraft, the methodcomprising: transmitting, by a pilot control mechanically coupled to aneVTOL aircraft, a pilot instruction from a pilot of the eVTOL aircraft,wherein the pilot instruction comprises an instruction to transitionfrom a vertical flight of the eVTOL aircraft to a horizontal flight ofthe eVTOL aircraft; providing a pusher component mechanically coupled tothe eVTOL aircraft; providing a lift component mechanically coupled tothe eVTOL aircraft; communicatively connecting a flight controller tothe pilot control; estimating, by the flight controller, a stall speedfor the eVTOL aircraft; providing, by the flight controller, the stallspeed to the pilot; receiving, by the flight controller, the pilotinstruction from the pilot control; initiating, by the flightcontroller, operation of the pusher component as a function of the pilotinstruction; transmitting, by the flight controller, a warning to thepilot as a function of the pilot instruction and the stall speed;overriding, by the flight controller, the pilot instruction as afunction of the pilot instruction and the stall speed; and maintaining,by the flight controller, operation of the lift component.
 11. Themethod of claim 10, wherein the pilot control comprises at least one ofa control switch and a control lever.
 12. The method of claim 10,wherein the pusher component comprises at least a propulsor.
 13. Themethod of claim 10, wherein the pusher component is configured togenerate a forward thrust for the eVTOL aircraft.
 14. The method ofclaim 10, wherein the lift component comprises at least a propulsor. 15.The method of claim 10, wherein the lift component is configured togenerate a upward thrust for the eVTOL aircraft.
 16. The method of claim10, wherein the flight controller comprises a computing device.
 17. Themethod of claim 10, wherein the flight controller comprises aproportional-integral-derivative (PID) controller.
 18. The method ofclaim 10, wherein the method further comprises: increasing a rotationalspeed of the pusher component; and decreasing a rotational speed of thelift component.